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#1
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So I braved the depths of Essex and Regal Busways to ride the EOR
service from Ongar to North Weald and back. My verdict: worth at least one return ride (4GBP for adult all-day return), if for no other reason than the novelty. The class 117 DMU they were running (formed from two vehicles, a DMS and a DMBS) was in relatively good condition, considering its age; it seemed to have no trouble running at the current linespeed of 16mph, and its horn worked perfectly fine. It was the first time I ever rode a Mk1 slammer railcar. Ongar and North Weald are in a rather worn state; the platforms at both stations are serviceable, but beyond that the lack of maintenance, undoubtedly inherited from TfL and the line's enforced limbo, is apparent. Interestingly, the old two-aspect station starter and single-aspect inner home at Ongar are still extant, though stripped of most of the interesting bits - the line is currently worked using the token-based 'one train in steam' principle, with the token being the brake controller handle..... The P-Way was OK, albeit restricted in two places to 10mph running due to poor rail alignment, and festooned with broken and discarded power rail insulators, some still upright and empty. I spoke to one of the volunteers on the return trip from North Weald, who stated that the EOR, with the assistance of a Network Rail P-Way engineer, had plans to improve the P-Way to permit 25mph running. Fortunately the bridges and embankments are in excellent condition; one can see that the ECR wanted to leave no major obstacles if the line were to be doubled ;-) I was talking to someone else who stated that a platform at Epping was still vapourware; to make up for this, the group has a rather nice RTL-class Routemaster, painted British racing green and bearing the code RTL1256, which they intend to run between Epping LU and North Weald for onward connections. In my honest opinion, the EOR is worth a look. |
#2
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Interestingly, the old two-aspect station starter
and single-aspect inner home at Ongar are still extant ... What's a single-aspect signal? -- Mark Brader, Toronto | "Where is down special?" ... "Good." | "Do you refuse to answer my question?" "Don't know." |
#3
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Mark Brader wrote:
Interestingly, the old two-aspect station starter and single-aspect inner home at Ongar are still extant ... What's a single-aspect signal? A signal with only one aspect. |
#4
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In article , Mark Brader
writes Interestingly, the old two-aspect station starter and single-aspect inner home at Ongar are still extant ... What's a single-aspect signal? * Fixed distant. * Repeater for an approach-released signal. * Fixed red where trains can't proceed any further in this direction. * Some North American lines use a single aspect blue signal as part of a gantry-full (or a set of signals all to the side of the line) to mean "no signal applies to this track". -- Clive D.W. Feather | Home: Tel: +44 20 8495 6138 (work) | Web: http://www.davros.org Fax: +44 870 051 9937 | Work: Please reply to the Reply-To address, which is: |
#5
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Interestingly, the old two-aspect station starter
and single-aspect inner home at Ongar are still extant ... What's a single-aspect signal? A signal with only one aspect. Sigh. Okay. What *use* is a single-aspect signal? -- Mark Brader ...the scariest words of the afternoon: Toronto "Hey, don't worry, I've read all about doing this sort of thing!" -- Vernor Vinge |
#6
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#7
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#8
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#9
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Boltar wrote:
Is there any servicable train outside of a Hornby train set that couln't run at 16mph? I bet a Hornby train set could manage 16mph if the track was clipped together properly! |
#10
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"TheOneKEA" wrote in message
om... I looked at the signalling diagram for the LW and LX sites and it makes no mention of a west-facing single-aspect signal at Ongar; only LX21, the two-aspect station starter, and an FRL, are shown. Does anyone have any more information? The signal approaching Ongar was a fixed yellow, designed to act as a repeater for the red lamps at the end of the line. This arrangements was/is not unique on LU - I think there is a fixed yellow approaching Chesham, and also most tunnel sidings have sequences of them. Most are un-numbered, however the one at Ongar was unique in that it's ident was "ONGAR". I would guess it was installed as part of the post-Moorgate enhancements. Most termini would have the last signal held at red until the train was proved to have slowed, but presumably other arrangements were necessary at Ongar because there weren't any approach signals. Obviously the yellow isn't going to stop a fast-approaching train, but it would provide protection at night if a driver couldn't see the landmarks where he had to start braking for the terminus. |
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