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jim.snowdon

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  1. Yet the CIGs and VEPs shared the same running gear and were about the same weight. I used to commute a lot on VEPs and the ride was perfectly acceptable, rather better than the SUBs and EPBs. On the other hand, the riding qualities of the 1930s era Southern electric stock at higher speeds weren't exactly anything to write home about. Jim
  2. More correctly, TfL's trains will running in accordance with the Rule Book, which is published by the RSSB, and both services will be being operated in accordance with their particular TOC's rules. Jim
  3. Worth noting is that the 9Fs were balanced differently to the majority of previous locomotives, including the Black 5s, resulting in a reduced hammer blow compared to traditional practice, as well as ower unsprung weight. My point is that it is now 67 years since the 9Fs were designed, and nearly 60-odd years since the 90mph exploits. None of us are in possession of the actual facts of the time, let alone knowledge of the design calculations, with the result that speculation is liable to be rife. Jim
  4. The brighter the light, the better the on board camera can get a sharp picture. In analysing the cause of a dewirement, and therefore who is responsible for the delay minutes, getting a clear picture of an event lasting milliseconds is of fundamental importance to the train operator. Jim
  5. Which is precisely why that management reaction illustrated how uninformed its authors were. We might have an appreciation of the theory, but not of the actual data relating to how a 9F would actually perform at that speed. Jim
  6. Exactly, but then that was the same "authority" that then came with an idea that locomotives should be subject to a speed limit based on their driving wheel diameter, and then had to be told that that would mean limiting the speed of their main line pacifics and making the timetable unworkable. Knee jerk reactions by management are not a reliable indicator of an actual problem. Jim
  7. Unless there is something unusual or special about their pantographs, it seems typically British that they should be uniquely authorised. As far as the overhead is concerned, all it sees is the arrival or departure of a pantograph head; it doesn't matter what the vehicle supporting the pantograph happens to be.. Jim
  8. Given that I have heard the same story from someone who was in BR at the time, there is quite possibly more than a grain of truth in it. Jim
  9. At the moment, I believe the curious situation exists where Southern trains stop to do the changeover, but TfL's trains do it on the move. To me, that would point to an over restrictive approach by someone, either Southern Railway or Network Rail. Jim
  10. Is there actually any evidence that the exploits of 9Fs at high speeds actually caused them any damage? Jim
  11. That's why I viewed UK practice as being conservative. The French, for example, were doing the DC to AC changeover onto the LGV at line speed long before anyone in the UK thought it was possible, and under manual control as well. Jim
  12. UK practice has a tendency to be rather conservative compared to the rest of the world, and a railway is a railway, wherever it is. Jim
  13. I can remember that when the Mark 3s appeared on the WCML services, there was normally a Mark 1 full brake on one end of the train, and a Mark 1 catering car somewhere in the middle. Jim
  14. And TGV sets at neutral sections, and as a variation, gaps at bridges on the US East Coast Corridor, where the Pantographs are simply allowed to run off the wire and run back on again at the other side. And any multi-system loco at the boundaries between different electrifications, including 25kV AC to 750V DC at this end of the Channel Tunnel, all done under the direct control of the driver. Jim
  15. Coleman and his team found a way for the Coronations. There is nothing to say that Churchward's Chief Draftsman and his team could not have found a way if they had needed to. Jim
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