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DY444

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  1. They are timed to run at a maximum of 80mph which is not quite the same thing. They can and do exceed that if running late. In the case of the Scottish services the locomotives on the trunk haul are limited to 87mph so the gains are relatively small but the Cornish service is able to run up to 95mph if required where the line speed permits.
  2. The engines are the same however the 802 has larger tanks and larger rheo brake resistors.
  3. I'm not an electrical engineer so may well be talking through my hat (not for the first time), but I don't see why the train would care what the positive conductor rail voltage was relative to earth as long as the voltage across its shoegear was what it was expecting. I'm not sure about nowadays but there was a time when negative earth faults on the Underground were relatively common which in effect creates the same situation seen on the dual 3/4 rail sections of the negative conductor rail tied to earth. Iirc this created a larger risk of a coincident positive earth fault causin
  4. Looking at latitudes I think the most northerly point of the SR electrification system in the 1960s was Holborn Viaduct station (which is farther north than Reading). Ergo I submit that the correct answer is that SR electrification did not extend to the north of London at all in the 1960s.
  5. I'm not disputing the terms were/are used inside the industry but the question is from when. Did the industry start using "Dead in Tow" because enthusiasts and parts of the enthusiast media did or vice versa? My theory has always been the former as the first time I saw it was in pieces involving one particular contributor to the railway media around about the year 2000. I've always presumed the term originated as a mistaken understanding by that contributor of what DIT stood for. My theory continues that as its use spread amongst enthusiasts so it started to be used by some pe
  6. Do you have any idioms used by railway enthusiasts that rub you up the wrong way? I have two. Prompted by seeing one of them used in a recent post I thought I'd gently vent my spleen. For the avoidance of doubt, this is not a dig at the individual who used that particularly term recently as many use it. 1. DIT = "Dead in Tow". DIT was always "Dead In Train" but has become "Dead In Tow" in some enthusiast circles. I do have a suspicion as to who first coined this and it grates for two reasons. Firstly in what context do UK railways ever use the word "tow" relating to the mov
  7. Hmm. Signage fair enough however pretty much all the rest of it is going to be changed anyway due to the substantially changed layout.
  8. Thanks - saw the Wilko stuff. I'll give it a go.
  9. Thanks. Can't say I've ever heard of it. Is there any particular brand/type that works best? A link would be very helpful if you'd be so kind.
  10. I've built a card/mounting board structure which needs to look like white painted concrete as in this bridge in Cheam (https://tinyurl.com/2x54t7km). However I'm pretty hopeless at painting and weathering and have no idea how to achieve the subtle slightly textured effect of the surface and the lightly weathered "in reasonably good nick but not painted yesterday" look. Any suggestions (ideally suitable for a total painting numpty) would be appreciated. Thanks
  11. The signal, DW69, is between Crofton crossing and Savernake GF. According to the signalling notice it was commissioned between 2200 on 9/9/78 and 0600 on 11/9/78.
  12. There is an "ET" setting on the Eurostar system (aka power) selector control. When the ET setting is selected, amongst other things, the pan characteristics (such as over-height detection) are changed to operate with the greater contact wire height found in and around the tunnel. The system/power mode change is done at the neutral sections at each ET boundary. Supporting my very unofficial theory that a long standing private joke between ole system designers the world over mandates every electrification scheme must have at least one very awkwardly sighted OHNS, the one at the ET
  13. It was the DC pantograph, a case of the voltage selector being inadvertently set to the wrong flavour of DC. The offending pan eventually ended up in the training school at Waterloo as Exhibit A in "what happens if you don't take care when twiddling the voltage selector knob".
  14. 33/1 could work in multiple with all SR EP emus and be positioned anywhere in the train. As has been observed this most commonly happened with VEPs and sometimes with CIGs. It also happened with REP/TC formations from time to time. I recall diversions between Eastleigh and Southampton via Romsey during the gauge enhancement work on Southampton tunnel with 33/1s working REP + 8TC formations. The reversal at Romsey saw the locomotives both hauling and pushing on each journey. As an aside, performance on the 437 ton load was shall we say sluggish and it was very gloom
  15. We'll see but I'm very far from convinced. An ordinary urban road environment presents a problem that is orders of magnitude more complex than a motorway environment. It's a wholly random and uncontrolled environment quite unlike any other and I just don't see any prospect of automation getting anywhere near the capability of an averagely competent human driver in that environment for a very long time. Elon Musk says a lot of things and let's just say he has a mixed record when it comes to bringing them to fruition. As I said we'll see but my advice is don't hold your breath.
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