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Edwin_m

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Everything posted by Edwin_m

  1. I think one number per island was common in the 19th century - Manchester Victoria was like that until rebuilding in about 1903. Sheffield has 2a and 2b as either end of the long platform 2, 2c is a bay alongside one end of it. Birmingham New Street platform 4 is similar.
  2. Based on what I read on another conversation on one of these forums, there was no set practice as to whether a FPL was locked with the lever normal or reverse. Even if they had to be reverse it would still be possible to arrange the locking so they had to be in that position before the staff could be taken away. A bit similar to a boxes that can be "switched out" - the relevant signals would have to be cleared, so levers reversed, before that took place - although in that case I think it might still be possible to restore the signals in emergency.
  3. Or you could adopt the Paris solution, where some or all of their interlinked multiple-station complexes have a single series of numbers throughout. You see platform numbers in the 30s and 40s but I think they start at a new multiple of 10 for each of what we would consider as separate stations.
  4. I believe this is explained by the platform numbers being displayed in nice art deco ceramics in the subway, and this being regarded as part of the listed (?) infrastructure. If platforms were re-numbered these would either need to be hidden or confusing explanatory notices added as they have on some historic tiled railway company maps (York I think). Wasn't the numbering at Bristol reversed sometime post-GWR? Another reason for reluctance to re-number platforms is that they often appear on signal theatre indicators so they are part of drivers' route knowledge as we
  5. I've always assumed, without actually knowing for certain, that the reason 2nd was abolished and 3rd was kept was because of legislation that required 3rd class accommodation to be provided on each route.
  6. And a news item in September's Modern Railways. Not clear from that piece if the conclusions would still apply if the hydrogen was a by-product of a chemical process that happens already, and would otherwise just be flared off. But of course even if such hydrogen is available today, as other industries also decarbonise it might not remain so over the lifetime of the train.
  7. Speculating here, as I don't know anything about the specific case. But is it possible that the disc is needed because a train taking this route wouldn't have line of sight to whoever was operating the frame, and therefore couldn't see any hand signal? A frame, when not designated as a signal box, would have to be left with all levers normal until unlocked by the train staff. So the driver of an approaching train, naturally in possession of the staff, would be confident that the points were set and locked into the platform (assuming that is what happened with all l
  8. Seeing as this is a thread about HS2, I assume we should be discussing long-term capacity. But your previous post was all about short-term capacity created by Covid, and suggested it wasn't taken up due to lack of demand. I pointed out there were other potential factors that would affect this , and someone else pointed out that Covid also made capacity available on the roads (it probably also suppressed demand but nobody has mentioned that ). So I'm not really sure what point anyone's arguing here and I don't really see that using words like deviant and misleading helps in spreading light r
  9. Not sure that's right. 15000 divided by 365 divided by 10 is just over 4, which seems a reasonable number per day (it would probably be more on weekdays and few/none at weekends).
  10. I wasn't really referring to the sort of bump that would be possible within marginal capacity, more the sort of serious long-term increase that HS2 might facilitate. Looking at the link below, intermodal traffic has been reasonably constant in recent years. If there's been a dip since those figures then it will be down to covid reducing either demand or the ability to handle it, and by definition either means there's no scope to carry extra traffic. If you're referring to the longer-term loss of coal traffic, yes that means locos may be available, and drivers may be available if they haven
  11. A sudden increase in freight by rail would have needed extra locos and wagons, which probably aren't available and nobody would want to buy new ones for such a short-term demand. More drivers would be needed too, or at least passenger ones re-deploying without actually training anyone as two in a cab breaks social distancing. There would also be all the planning and bidding processes to negotiate, all made more difficult by various people being off work social isolating. Anyone else notice a passing resemblance to a Doric arch?
  12. If the 09 had mechanical linkages from the controls to the traction as suggested, then making it capable of multiple working would have involved major modifications to connect these to some sort of actuator instead. What did the 13s do? The GWR used mechanical linkages between vehicles in their push-pull system, which worked tolerably well, so I guess the 13s could have had that too - but obviously not a SR EMU. Possibly the Kenny Belle with the 09 was being worked as push-pulls sometimes were if the locomotive wasn't fitted with the relevant equipment or it wasn't working. Th
  13. It wasn't either of those - it was fairly much contemporary and maybe even have been continental. It was several years ago and either my memory's going or the exhibition was too busy for me to get a good look.
  14. The last franchise to be let was ScotRail, but by then it didn't operate any push-pulls. So I think Intercity West Coast would have run the last state-operated push-pull before it passed to Virgin on 5 Jaunary 1997. Unless you count that the Class 68s on the Transpennine push-pulls are hired from DRS, which is ultimately government-owned. https://en.wikipedia.org/wiki/List_of_companies_operating_trains_in_the_United_Kingdom#Defunct_operating_companies
  15. There is or was a layout on the exhibition circuit that moreorless does that.
  16. As someone who has worked from home for over ten years, my take on this is that it's much more productive, at least for some jobs and types of people. I would expect the trend of working from home a few days a week, already showing up as a dent in commuter TOCs' season ticket revenues before Covid, to accelerate as more people realise the benefits to themselves and to the company - and more bosses discover that the work still gets done even when the people aren't present. My guess is that business travel will return closer to previous levels once social distancing finishes, as the advent of
  17. Not to forget two generations of them between Edinburgh and Glasgow.
  18. There's a connection for empty stock in the former Mersey Railway tunnel between James Street and Central, so it's possible to emerge at the portal going towards Hunts Cross, or going towards Southport by reversing at Central, though obviously no passenger train does so. I'm not sure if this makes it a single tunnel with four portals, and if so how that might count towards Merseyside's tunnel quotient.
  19. Looking at the map linked below, the track layout seems to match if the photographer is standing on the footbridge leading from "Friarage Path", just north of the platforms which have a separate footbridge. Aylesbury was purely Metropolitan with GC running powers I believe, so presumably the joint signaling arrangements didn't apply. https://maps.nls.uk/view/104182214
  20. Cofton tunnel (Longbridge) collapsed onto a train during works to open it out in 1928. Attempts to enlarge the original City and South London Tunnels during overnight works were also abandoned when the temporary shoring collapsed during the day, resulting among other things in a gas explosion.
  21. This thread deserves some sort of award for greatest drift in the least time.
  22. But each Riding had its own "county council". I remember WRCC on the school pencils and on the road lamps we fished out of the river behind the council depot...
  23. Disley itself is in Cheshire, as is the tunnel on the Buxton line, but the tunnel on the ex-Midland route crosses the boundary into Greater Manchester. The Buxton line goes into Derbyshire just before New Mills Newtown and most of New Mills is in that county. On those criteria I would think Yorkshire wins by being hilly, but also at least three times as big as a typical county.
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