On 14 Feb, 14:08, Charles Ellson wrote:

The isolation is more in the sense of trains being confined to a
particular unshared line for normal passenger use, as also occurs with
the Central Line.

And the Northern as well, or am I missing something? (Yes I know about
the Bank/Charing Cross sections)

In article .com,
contrex writes
The isolation is more in the sense of trains being confined to a
particular unshared line for normal passenger use, as also occurs with
the Central Line.
And the Northern as well, or am I missing something? (Yes I know about
the Bank/Charing Cross sections)

Most of the tube lines have dedicated stock types now.

The W&C uses a variant of the 1992TS used on the Central Line, but they
are no longer compatible with each other (different mods having been
applied).

The ELL uses the same A stock as the Metropolitan, though only
double-ended units can run on the ELL (and the Chesham shuttle) while
the main Met services are coupled pairs and so can use single-ended.

The Circle, H&C, and *some* District services are C stock.

--
Clive D.W. Feather | Home:
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Fax: +44 870 051 9937 | Work:
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"contrex" wrote in message

On 14 Feb, 14:08, Charles Ellson wrote:

The isolation is more in the sense of trains being confined to a
particular unshared line for normal passenger use, as also occurs with
the Central Line.

Yes, it was isolation of services over infrastructure I was refering to,
whereas District and Met. share tracks with national rail. The Victoria
does not.





And the Northern as well, or am I missing something? (Yes I know about
the Bank/Charing Cross sections)


Not sure what that has to do with Metronet testing.


--
Nick


--
Posted via Mailgate.ORG Server - http://www.Mailgate.ORG

While they are at it why not commission 25 kV on S-stock so that e.g.
District line trains can penetrate the Tilbury lines. Do it now rather
than later before standards change. 365s were able to quickly move from
DC to AC, 350s were recently DC approved, all because it was done in the
initial contract. S-stock is going to be delivered right through to
2014/2015 by the time they get to replacing D stock. Thats a long time
from 2007 - time enough for plans to change or new ideas to come into
play. Even Chiltern lines might be authorised for 25 kV by then -
projecting stopping Mets to Aylesbury or S-stock into Marylebone as a
peak releif to the in town sub-surface lines is not as daft as it might
seem at first sight.

--
Nick



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Clive D. W. Feather wrote:

The W&C uses a variant of the 1992TS used on the Central Line, but
they are no longer compatible with each other (different mods having
been applied).

Was the recent refurbishment not intended to bring the W&C 92s up to the
same spec as the Central Line ones? I thought that I'd read that somewhere,
BICBW.

On 13 Feb 2007 11:01:58 -0800, wrote:

On Feb 13, 1:54 pm, "Paul Scott"
wrote:
"Nick Leverton" wrote in message

...

Metronet to electrify at least 4 km with 3rd and 4th rail for LU stock
testing...

Will the Test Track then be joining the select stretches of line with
third and fourth rail electrification plus 25kV overhead, as a fully
featured test track for the UK, or (more probable I guess) will the
overhead be decommissioned ?

I think you'd have to read between the (running?) lines a bit for the answer
to that...

Paul

Contrary to the cynics, the 25kv system will be retained. Common sense
not too. For once, joined up thinking by the rail industry.

By doing so Metronet can hire the track to others, inc Virgin when it
finally adds more Pendolino carriages.

That must be the reason for going so far from London! Otherwise I
would have thought that, say, Aylesbury - Claydon would involve far
less haulage.

--
Peter Lawrence

Peter Lawrence wrote:

That must be the reason for going so far from London! Otherwise I
would have thought that, say, Aylesbury - Claydon would involve far
less haulage.

The stock is being built by Bombardier in Derby, so by using Old Dalby it
can be commissioned whilst on delivery.

"Jack Taylor" wrote in message



Peter Lawrence wrote:

That must be the reason for going so far from London! Otherwise I
would have thought that, say, Aylesbury - Claydon would involve far
less haulage.

The stock is being built by Bombardier in Derby, so by using Old Dalby it
can be commissioned whilst on delivery.


Aylesbury to Claydon is also not electrified at all.

While Old Dalby is currently (excuse the pun) NR 25 kV AC and Movias
need LU 660 VDC, the grid feeder substation and switching gear will
already be in place, along with linseside fencing to latest standards
and so on. Its rather simpler to convert an already existing
electrification from one to another sytem even if they are very
different.

--
Nick


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Posted via Mailgate.ORG Server - http://www.Mailgate.ORG

On 15 Feb, 08:45, "Nick Lawford" wrote:

Aylesbury to Claydon is also not electrified at all.

While Old Dalby is currently (excuse the pun) NR 25 kV AC and Movias
need LU 660 VDC, the grid feeder substation and switching gear will
already be in place, along with linseside fencing to latest standards
and so on. Its rather simpler to convert an already existing
electrification from one to another sytem even if they are very
different.

How do they get around the ban on new unprotected third rail
electrifications? Does this not apply to third/fourth rail systems?
Does it not apply to this line as it's not open to the public? Does
this count as an extension to an existing system (the London
Underground) even though it's not physically connected to it? Would
they have to obtain a special excemption from the regulations to do
this?

"Nick Lawford" wrote in message
news:d7e237510223bcf79eba9448f66a7e52.97781@mygate .mailgate.org...
"Jack Taylor" wrote in message



Peter Lawrence wrote:

That must be the reason for going so far from London! Otherwise I
would have thought that, say, Aylesbury - Claydon would involve far
less haulage.

The stock is being built by Bombardier in Derby, so by using Old Dalby
it
can be commissioned whilst on delivery.


Aylesbury to Claydon is also not electrified at all.

While Old Dalby is currently (excuse the pun) NR 25 kV AC and Movias
need LU 660 VDC, the grid feeder substation and switching gear will
already be in place, along with linseside fencing to latest standards
and so on. Its rather simpler to convert an already existing
electrification from one to another sytem even if they are very
different.

Old Dalby will be available for testing full time. Aylesbury to Claydon has
booked trains (binliners), and because of the low speed and long block
section the binliners wouldn't actually leave a lot of time for testing. Old
Dalby also has a depot which was built and used for the Pendolino testing.

Peter