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DY444

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  1. There are a few of these on the old SR. Some that spring to mind: Gravesend to Ebbsfleet via Rochester, Ramsgate, Dover and Ashford (or vice-versa) Streatham to Tooting via Sutton and Wimbledon (or vv) Streatham to Mitcham Eastfields via Wimbledon and Sutton (or vv) Clapham Jn to Earlsfield via Richmond and Kingston (or vv) Clapham Jn to Wandsworth Town via Wimbledon and Kingston (or vv) In short pretty much any route with a loop back with at least one common station on the out and back legs so that would also include the Hounslow loop, the Cannon St rounders that go via Slade Green and Crayford and vv, and probably others I can't think of at the moment.
  2. The 80Xs have rheostatic braking too with the resistor grids mounted on the roof. There are differences across the 80X classes in respect of resistor grid rating and under what circumstances the rheo brake is used (and it has been isolated at various times too) but they nevertheless have it. Hitachi went to considerable lengths to ensure that the roof mounted rheo grids would not be a failure cause as it has been on the Voyagers. Unfortunately they weren't as fastidious with the engine rafts and there have been several failures along the sea front caused by water ingress into those. The units have been retro fitted with a special "Dawlish" mode to improve the odds of being able to restart the engines if a water induced shutdown occurs.
  3. Funnily enough the GBRf railtour last weekend featured a bit of double headed 08 haulage albeit within the confines of Eastleigh yard.
  4. I'm going to York next Friday. I've just booked my tickets. £50 first class return: 0830 LNER ex KGX, 1858 LNER ex YRK. That is a ridiculous fare but not in the way you mean. If you look at the background to the ECML timetable fiasco you will find that LNER are a relatively minor contributor to the farce. Others, such as NR and the DfT, are much more culpable.
  5. At the date of that picture it was 6.25kV. The GEML 6.25kV sections were converted to 25kV in stages in the late 1970s.
  6. I think it probably is. You could accuse him and the Wilson government of not having a sufficiently widely scoped vision of the future but that would be harsh in the context of the time. The early 60s were all about roads, there were plans to carve motorways right through London suburbia and create concentric orbital motorways as in many US cities. Their mistake was to underestimate both population growth and the economics around car affordability changing so profoundly ultimately resulting in substantial congestion and excessive pollution. Add in new aircraft types and package holidays opening up foreign holidays to the masses and none of the major airports (except Gatwick) having convenient rail access and you have a roadmap (ha ha) to continued rail decline. You could argue there was one missed moment to glimpse the future. Around 1966/7 when the swinging sixties was getting well into its stride, London was the cultural capital of the world, and the public mood was briefly at an optimistic level, the sparks effect from the WCML electrification in particular, and from the Bournemouth electrification, was becoming very apparent with a substantial increase in ridership ("build it and they will come"). A government with vision perhaps ought to have noted that and paused for thought. Instead the government of the day pressed ahead with most of Beeching, added some more of its own and prevaricated over more electrification for another 4 years. History doesn't really record it as a missed opportunity to stand back and have another look but imo it was. As an aside the "white elephant, vanity project" anti-HS2 blarters are doing exactly the same thing that the Government did in the 1960s; ie assuming rail has reached the limit of its contribution to transport and no more is required. Those in power in the 60s, although lacking vision, did at least have history on their side. The current mob do not and thus have no excuse for their banal parrot-like utterances.
  7. Which to my mind is yet another little example of the Government's implicit anti-electrification stance because it is a long established fact that rail travellers don't like bus replacements. Revenue is lost indirectly through bus replacements and survey after survey shows passengers would rather have a diverted train, and the more electrified diversionary routes there are the more likely it is that they can be used to avoid bus replacements. A bad bus experience puts passengers off and thus has a revenue effect. It might not be much in the general scheme of things but it is not nothing. I have no doubt if the WCML were being electrified today the various diversionary routes around the West Midlands wouldn't get a look in, however the number of times they have made the difference over the years between just service disruption and complete meltdown must be off the charts. Every Government in the world except one thinks electrification is a no brainer. The irony being the one that doesn't spends far more time than most spouting off on climate change. You simply couldn't make it up.
  8. I think that dates from the stage works for the Victoria area resignalling. The Wimbledon bay platform went onto Victoria C and the Wallington lines eventually went onto Three Bridges but all three south end signals were renewed at the same time during the Victoria works. The two signals shown stayed with West Croydon after Victoria was commissioned and were later taken over by Three Bridges with the north end semaphores being replaced at the same time. Iirc those north end semaphores had the typical Southern colour light distants under them for the colour lights leading towards the Gloucester Road et al junction complex.
  9. Couple of points: The HST timetables were 1976 surely? My recollection may be wrong but I was sure that some sections of the WR main line between Paddington and Bristol were cleared for 100mph before 1975 to exploit the ability of the Class 50s to run at that speed.
  10. It's a point of view. However the possibility of working terminal to terminal using plain old electric locomotives without having to faff about with loco changes, or adding/removing pilot locomotives, or having the expense and inevitable compromises of a bi-mode could change the economic dynamics of a number of long distance flows. If nothing else it's another weight to place on the electrification side of the scales.
  11. Iirc Modern Railways reported recently that someone (F&F?) are developing/have developed a moveable ole system for yards, container terminals etc which can be shifted out of the way to allow overhead loading/unloading.
  12. Indeed. And a crush loaded 12VEP in original form with the large brake van area probably well over 1500.
  13. Last week I had cause to go to NW London. As I posted earlier our local train "service" is currently virtually unusable due to a combination of cuts and cancellations so I opted to use the bus and tube. As you may be aware masks are required to be worn on TfL services so I took an interest in how this was going. Compliance amongst passengers was patchy. On the two bus rides it was about 90% compliant; on the tube about 70% compliant. Amongst the staff I saw compliance was fairly consistent in that hardly any of them were wearing masks! On the tube journeys there and back I saw 23 LU staff in areas open to the public: 15 station staff, 3 engineering staff inspecting a platform equipment case and a group of 5 train operators chatting on a platform at a station where T/OP changes occur. Of those 23 only 4 were wearing masks. I don't know how representative this is of LU staff in general but anecdotally at least it would seem to be not unusual. If many of the staff don't believe it to be important to wear masks in areas frequented by the public then I'm not clear why the public should believe it. Indeed I heard one passenger say exactly this to her travelling companion.
  14. Traffic estimated at 125% of normal levels in parts of Greater London whilst from my observations when travelling, public transport in London is carrying typically 50-60% of normal levels off-peak and considerably less in the peak. Not entirely surprising given the effort expended by various groups in discouraging the use of public transport. In my part of suburbia the train service has been halved and on some days a lot of what's left gets cancelled so it's not surprising that people are driving instead. If you put people off either by negative messaging or make it too difficult or unreliable then they either won't travel at all or will use other modes. Some of those will never come back to public transport.
  15. Cue a series of Class 31 lack of power jokes. My favourite was an Old Oak driver who pointed at the eth "on" and "off" buttons on a 31/4 and dryly remarked that they determined whether you wanted to heat the train or pull it.
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