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North London Line goes 4-car in early 2011
On Jul 5, 12:24 am, "Richard J." wrote:
I agree. A quick measurement on Google Earth of the westbound/down platform, which is on the inside of the curve and therefore with less room for extension, shows the current platform as about 72 m long, but with room for expansion to at least 200 m before the gap between the tracks gets too narrow for an island platform. If you view the station on MS Live Local or Flashearth you will find each platform conveniently occupied by a 313. You'll also see that things don't appear to be quite as bad as has been suggested. |
North London Line goes 4-car in early 2011
"Jack Taylor" wrote in message ... Mojo wrote: Pardon my ignorance, but what signaling problems would affect the use of SDO, such as not releasing the doors in the rear coach? Sorry, I wasn't very clear on that, was I? Willesden Junction will only hold three cars. With four car units it would not be possible to pull forward such that the inner sets of doors in the leading and trailing cars were at the platform and the other sets cut out because of the position of the station starting signal at the end of the platform. Either that would need to be relocated or otherwise both sets of doors on the rear car would have to be cut out (as that would be off the platform) - not very desirable or customer friendly. Doesn't SDO require the guard and driver to be able to get out onto the platform, so having the front car off the platform may not be an acceptable solution even if the signal could be moved. Paul |
North London Line goes 4-car in early 2011
Doesn't SDO require the guard and driver to be able to get out onto the
platform, so having the front car off the platform may not be an acceptable solution even if the signal could be moved. I was under the Impression |
North London Line goes 4-car in early 2011
Doesn't SDO require the guard and driver to be able to get out onto the
platform, so having the front car off the platform may not be an acceptable solution even if the signal could be moved. I was under the impression that they were planning to get rid of guards on the NLL. Although that wouldn't help the driver, might certaintly help. I'm guessing rules on LU are different, as there's a station on the Northern Line IIRC where the front set of doors are not opened. |
North London Line goes 4-car in early 2011
"Mojo" wrote in message . uk... Doesn't SDO require the guard and driver to be able to get out onto the platform, so having the front car off the platform may not be an acceptable solution even if the signal could be moved. I was under the impression that they were planning to get rid of guards on the NLL. Although that wouldn't help the driver, might certaintly help. I'm guessing rules on LU are different, as there's a station on the Northern Line IIRC where the front set of doors are not opened. I think the key thing is that new operations have to conform to current rules. I think the end door stuff on the Northern line goes back quite a while. Is the cab beyond the platform end, or is their one of those narrow walkways for the driver, beyond the public area of the platform? |
North London Line goes 4-car in early 2011
If the Goblin diesel fleet takes over the WLL service, and the
Bakerloo takes over the Watford DC, there should be a surplus of 378s for the NLL. If the Bakerloo does take over running between Harrow & Wealdstone and Watford Junction, what would happen to the Queen's Park to Euston DC section? Would this become a self-contained shuttle, would Bakerloo trains run into the LMR terminus, or would the service simply be abandoned? M |
North London Line goes 4-car in early 2011
"Matt Forbes" wrote in message oups.com... If the Goblin diesel fleet takes over the WLL service, and the Bakerloo takes over the Watford DC, there should be a surplus of 378s for the NLL. If the Bakerloo does take over running between Harrow & Wealdstone and Watford Junction, what would happen to the Queen's Park to Euston DC section? Would this become a self-contained shuttle, would Bakerloo trains run into the LMR terminus, or would the service simply be abandoned? Trains would run from Queens Park through Kilburn High Road, South Hampstead, and then divert through Primrose Hill tunnel to Camden Rd, and thence to Stratford. There is a disused station at Primrose Hill that could be opened too. Paul |
North London Line goes 4-car in early 2011
Trains would run from Queens Park through Kilburn High Road, South
Hampstead, and then divert through Primrose Hill tunnel to Camden Rd, and thence to Stratford. There is a disused station at Primrose Hill that could be opened too. Would this mean that Euston loses the DC service, or will the infrastructure be able to cope with the current EUS-WAT services, as well as services through Primrose Hill etc.? M |
North London Line goes 4-car in early 2011
"Matt Forbes" wrote in message oups.com... Trains would run from Queens Park through Kilburn High Road, South Hampstead, and then divert through Primrose Hill tunnel to Camden Rd, and thence to Stratford. There is a disused station at Primrose Hill that could be opened too. Would this mean that Euston loses the DC service, or will the infrastructure be able to cope with the current EUS-WAT services, as well as services through Primrose Hill etc.? I think the various bits of TfL info on the www suggests there will be no service into Euston on the DC lines - whether or not the third rail is retained for diversions etc is another question of course. Paul |
North London Line goes 4-car in early 2011
On Thu, 05 Jul 2007 23:00:54 GMT, Jack Taylor wrote:
Pardon my ignorance, but what signaling problems would affect the use of SDO, such as not releasing the doors in the rear coach? Sorry, I wasn't very clear on that, was I? Willesden Junction will only hold three cars. ....in the eastbound direction. The westbound platform is long enough for 4 cars. |
North London Line goes 4-car in early 2011
paul wrote in response to the question:
Would this mean that Euston loses the DC service, or will the infrastructure be able to cope with the current EUS-WAT services, as well as services through Primrose Hill etc.? I think the various bits of TfL info on the www suggests there will be no service into Euston on the DC lines - whether or not the third rail is retained for diversions etc is another question of course. Diverting the Watford LNWR DC lines to the Bakerloo will increase capacity by using 7(albeit tube gauge) cars on the Watford London corridor as opposed the 313/508 3 and 6 car mix For existing passengers to Euston and beyond - changes at Baker Street for existing Circle/Metroplitan transit passengers and Oxford Circus or Green Park for almost every other tube interchange. Paths will be freed from Camden Junction to Euston and then rebuilding Euston platforms 9 and 10 in line with the overall rebuilding the station could take place. The probable result would be fewer but longer platforms at Euston more suited to 12 car outer surburban or Pendolino operation. NLL Termination on platform 1 at Queens Park in the southbound morning peak to platform 4 in the northbound evening peak to facilitate cross platforminterchange needs a facing crossover south of Queens Park but personally I think non conflicting termination at Willesden DC bay platform 2 is a better option - filling in the vacant space to allow access/egress from both sides ala White City is better. |
North London Line goes 4-car in early 2011
"Bob" wrote in message ups.com... Diverting the Watford LNWR DC lines to the Bakerloo will increase capacity by using 7(albeit tube gauge) cars on the Watford London corridor as opposed the 313/508 3 and 6 car mix For existing passengers to Euston and beyond - changes at Baker Street for existing Circle/Metroplitan transit passengers and Oxford Circus or Green Park for almost every other tube interchange. Paths will be freed from Camden Junction to Euston and then rebuilding Euston platforms 9 and 10 in line with the overall rebuilding the station could take place. The probable result would be fewer but longer platforms at Euston more suited to 12 car outer surburban or Pendolino operation. NLL Termination on platform 1 at Queens Park in the southbound morning peak to platform 4 in the northbound evening peak to facilitate cross platforminterchange needs a facing crossover south of Queens Park but personally I think non conflicting termination at Willesden DC bay platform 2 is a better option - filling in the vacant space to allow access/egress from both sides ala White City is better. Terminating at WJ LL also allows those who got on the wrong train at stations east of Camden Rd to recover the situation! Is terminating at Queens Park to allow a full Bakerloo service beyond, as currently a proportion of Bakerloo trains terminate there? Paul |
North London Line goes 4-car in early 2011
On Jul 6, 6:39 pm, "Paul Scott"
wrote: Terminating at WJ LL also allows those who got on the wrong train at stations east of Camden Rd to recover the situation! Is terminating at Queens Park to allow a full Bakerloo service beyond, as currently a proportion of Bakerloo trains terminate there? Can't remember where I read it but AIUI yes - there will be a full peak hour Bakerloo Service north of Oueens Park. Queens Park will provide flexibility to stable offpeak and enable short turn back runs to meet inner London traffic requirements - ala Willesden Green/ Whitecity/ Liverpool Street etc. Again new stock on the Bakerloo will be necessary to effect the change. |
North London Line goes 4-car in early 2011
"Paul Scott" wrote in message ... "Mojo" wrote in message . uk... Doesn't SDO require the guard and driver to be able to get out onto the platform, so having the front car off the platform may not be an acceptable solution even if the signal could be moved. I was under the impression that they were planning to get rid of guards on the NLL. Although that wouldn't help the driver, might certaintly help. I'm guessing rules on LU are different, as there's a station on the Northern Line IIRC where the front set of doors are not opened. I think the key thing is that new operations have to conform to current rules. I think the end door stuff on the Northern line goes back quite a while. Is the cab beyond the platform end, or is their one of those narrow walkways for the driver, beyond the public area of the platform? IIRC this is Leicester Square or Charing Cross. "On arrival at the next station, the first set of doors in the first carriage will not open. Passengers in the First carriage should move to the rear of the train in order to leave" (or something like that!). This operates in both directions and I think the platforms are simply too narrow at that point, there being some structure on the platform. As these are the doors closest to the drivers cab it isn't too hard for them to look out and check. Not only that but the actual required stopping point is clearly marked on the tunnel wall. Nick -- Posted via a free Usenet account from http://www.teranews.com |
North London Line goes 4-car in early 2011
On 8 Jul, 19:46, "Nick Pedley"
wrote: "Paul Scott" wrote in message ... "Mojo" wrote in message .uk... Doesn't SDO require the guard and driver to be able to get out onto the platform, so having the front car off the platform may not be an acceptable solution even if the signal could be moved. I was under the impression that they were planning to get rid of guards on the NLL. Although that wouldn't help the driver, might certaintly help. I'm guessing rules on LU are different, as there's a station on the Northern Line IIRC where the front set of doors are not opened. I think the key thing is that new operations have to conform to current rules. I think the end door stuff on the Northern line goes back quite a while. Is the cab beyond the platform end, or is their one of those narrow walkways for the driver, beyond the public area of the platform? IIRC this is Leicester Square or Charing Cross. "On arrival at the next station, the first set of doors in the first carriage will not open. Passengers in the First carriage should move to the rear of the train in order to leave" (or something like that!). This operates in both directions and I think the platforms are simply too narrow at that point, there being some structure on the platform. As these are the doors closest to the drivers cab it isn't too hard for them to look out and check. Not only that but the actual required stopping point is clearly marked on the tunnel wall. Nick -- Posted via a free Usenet account fromhttp://www.teranews.com I thought it was the rear 2 doors in the final car? Possibly both.. |
North London Line goes 4-car in early 2011
On Jul 8, 8:41 pm, JL wrote:
On 8 Jul, 19:46, "Nick Pedley" wrote: "Paul Scott" wrote in message ... "Mojo" wrote in message .uk... Doesn't SDO require the guard and driver to be able to get out onto the platform, so having the front car off the platform may not be an acceptable solution even if the signal could be moved. I was under the impression that they were planning to get rid of guards on the NLL. Although that wouldn't help the driver, might certaintly help. I'm guessing rules on LU are different, as there's a station on the Northern Line IIRC where the front set of doors are not opened. I think the key thing is that new operations have to conform to current rules. I think the end door stuff on the Northern line goes back quite a while. Is the cab beyond the platform end, or is their one of those narrow walkways for the driver, beyond the public area of the platform? IIRC this is Leicester Square or Charing Cross. "On arrival at the next station, the first set of doors in the first carriage will not open. Passengers in the First carriage should move to the rear of the train in order to leave" (or something like that!). This operates in both directions and I think the platforms are simply too narrow at that point, there being some structure on the platform. As these are the doors closest to the drivers cab it isn't too hard for them to look out and check. Not only that but the actual required stopping point is clearly marked on the tunnel wall. Nick -- Posted via a free Usenet account fromhttp://www.teranews.com I thought it was the rear 2 doors in the final car? Possibly both..- Hide quoted text - In the rush hour it is physically impossible to get out at Charing Cross if you forgetfully get on at the back going south. I have been caught out more than once and had to go on to Waterloo instead. I don't think it's necessary, since the last doors are well within the platform. In the case of the two young tourists with cases who found themselves trapped on one of those occasions (and behind whom I was therefore trapped), forgetfulness doesn't come into it, and it's another great welcome to London. |
North London Line goes 4-car in early 2011
On Fri, 06 Jul 2007 17:08:46 +0100, asdf
wrote: On Thu, 05 Jul 2007 23:00:54 GMT, Jack Taylor wrote: Pardon my ignorance, but what signaling problems would affect the use of SDO, such as not releasing the doors in the rear coach? Sorry, I wasn't very clear on that, was I? Willesden Junction will only hold three cars. ...in the eastbound direction. The westbound platform is long enough for 4 cars. Looking at the real station rather than Quail, the westbound platform holds about 3.5 coaches (313 length) and then the front of the train would be beyond the (down) signal. So lengthening the platform will be necessary. Incidentally it looks as though the eastbound platform was originally about the same length, extending on to the DC line bridge, but has since been shortened. Which coaches were short enough that 4 of them would fit in here - class 501 perhaps?? -- Peter Lawrence |
North London Line goes 4-car in early 2011
"Peter Lawrence" wrote Which coaches were short enough that 4 of them would fit in here - class 501 perhaps?? Weren't 501s 3-car sets? After them, there was a period when 2EPBs were used, but AFAIK they were only used as 2-car trains on the NLL. 6-car 501s were used on the Broad Street - Watford Junction route, but they used Willesden Junction New, not HL. Peter |
North London Line goes 4-car in early 2011
Peter Lawrence wrote:
Which coaches were short enough that 4 of them would fit in here - class 501 perhaps?? The 501s were also three-car sets. There were, of course, the 2-car 2-EPBs (class 416) in the interim - I don't remember any booked four car formations BICBW. |
North London Line goes 4-car in early 2011
On Wed, 11 Jul 2007 18:18:34 +0100, "Peter Masson"
wrote: "Peter Lawrence" wrote Which coaches were short enough that 4 of them would fit in here - class 501 perhaps?? Weren't 501s 3-car sets? After them, there was a period when 2EPBs were used, but AFAIK they were only used as 2-car trains on the NLL. 6-car 501s were used on the Broad Street - Watford Junction route, but they used Willesden Junction New, not HL. 501s were 3-coach sets of "sawn-off" 57ft stock as were their LMS predecessors (and the original LNWR stock?). |
North London Line goes 4-car in early 2011
On Wed, 11 Jul 2007 18:12:53 GMT, "Jack Taylor"
wrote: Peter Lawrence wrote: Which coaches were short enough that 4 of them would fit in here - class 501 perhaps?? The 501s were also three-car sets. There were, of course, the 2-car 2-EPBs (class 416) in the interim - I don't remember any booked four car formations BICBW. IIRC the 2-EPBs were 63ft coaches. As a number of NLL platforms had been shortened some years previously to leave only enough sound structure for 3x57ft 501s and some of those ex-platform areas had new structures within them there would have been difficulty in using 2x2EPBs at many stations. |
North London Line goes 4-car in early 2011
On Wed, 11 Jul 2007 17:05:44 GMT, Peter Lawrence wrote:
Sorry, I wasn't very clear on that, was I? Willesden Junction will only hold three cars. ...in the eastbound direction. The westbound platform is long enough for 4 cars. Looking at the real station rather than Quail, the westbound platform holds about 3.5 coaches (313 length) and then the front of the train would be beyond the (down) signal. So lengthening the platform will be necessary. Incidentally it looks as though the eastbound platform was originally about the same length, extending on to the DC line bridge, but has since been shortened. Which coaches were short enough that 4 of them would fit in here - class 501 perhaps?? I think it was meant to be 313s. My figure was from the following post, whose source was Quail: http://groups.google.co.uk/group/uk....2c8217ccf81a95 |
North London Line goes 4-car in early 2011
asdf wrote:
I think it was meant to be 313s. My figure was from the following post, whose source was Quail: http://groups.google.co.uk/group/uk....2c8217ccf81a95 But what would be the point, seeing as there is no such thing as a four-car 313? |
North London Line goes 4-car in early 2011
On Wed, 11 Jul 2007 23:45:24 GMT, Jack Taylor wrote:
I think it was meant to be 313s. My figure was from the following post, whose source was Quail: http://groups.google.co.uk/group/uk....2c8217ccf81a95 But what would be the point, seeing as there is no such thing as a four-car 313? I suppose it depends whether the new build of stock has the same coach length as the 313. |
North London Line goes 4-car in early 2011
On Jul 12, 12:50 am, asdf wrote:
On Wed, 11 Jul 2007 23:45:24 GMT, Jack Taylor wrote: I think it was meant to be 313s. My figure was from the following post, whose source was Quail: http://groups.google.co.uk/group/uk....g/7b2c8217ccf8... But what would be the point, seeing as there is no such thing as a four-car 313? I suppose it depends whether the new build of stock has the same coach length as the 313. Or take a spare trailer from the 315s if they are soon to be withdrawn, or from the spare 508s which are already being withdrawn. |
North London Line goes 4-car in early 2011
On Wed, 11 Jul 2007 18:18:34 +0100, "Peter Masson"
wrote: Weren't 501s 3-car sets? After them, there was a period when 2EPBs were used, but AFAIK they were only used as 2-car trains on the NLL. 6-car 501s were used on the Broad Street - Watford Junction route, but they used Willesden Junction New, not HL. They were also used Broad Street to Richmond in the peaks, as was the previous stock (GEC and Oerlikon RIP). -- Bill Hayles http://www.rossrail.com |
North London Line goes 4-car in early 2011
MIG wrote:
On Jul 12, 12:50 am, asdf wrote: I suppose it depends whether the new build of stock has the same coach length as the 313. Ah - so not actually meant for the 313s after all. ;-) Or take a spare trailer from the 315s if they are soon to be withdrawn, or from the spare 508s which are already being withdrawn. The 315s are not likely to go anywhere before Crossrail happens, by which time the 313s will have gone from the North London lines. There are no withdrawn 508s anywhere. Southeastern have put half-a-dozen sets into warm store but still can't squeeze enough out of the rest of their fleet to get rid of the other half-a-dozen. With the increase in ridership back in their spiritual home, Merseyrail are apparently itching to get their hands back on any spare sets when they go off-lease back to the RoSCo. |
North London Line goes 4-car in early 2011
Can't remember where I read it but AIUI yes - there will be a full
peak hour Bakerloo Service north of Oueens Park. Queens Park will provide flexibility to stable offpeak and enable short turn back runs to meet inner London traffic requirements - ala Willesden Green/ Whitecity/ Liverpool Street etc. Again new stock on the Bakerloo will be necessary to effect the change. Which is what the old Victoria Line stock will be used for. It all makes sense, really. It's just going to take a bit of time. |
North London Line goes 4-car in early 2011
On Jul 11, 3:49 pm, Charles Ellson wrote:
On Wed, 11 Jul 2007 18:12:53 GMT, "Jack Taylor" wrote: (class 416) in the interim - I don't remember any booked four car formations BICBW. structures within them there would have been difficulty in using 2x2EPBs at many stations. nickpick at extreme levels of nit-pickery For the 1988 Docklands concert of Jean Michel Jarre the NLL ran 4 car trains of both 2x2EPB and 4EPB. / nickpick at extreme levels of nit-pickery :o) Unable to resist posting that. -- Nick |
North London Line goes 4-car in early 2011
On Jul 12, 12:11 pm, sweek wrote:
Which is what the old Victoria Line stock will be used for. Where have you got that gen from ? -- Nick |
North London Line goes 4-car in early 2011
On 12 Jul, 21:44, D7666 wrote:
On Jul 12, 12:11 pm, sweek wrote: Which is what the old Victoria Line stock will be used for. Where have you got that gen from ? I'd imagine Always Touch Out, same as the rest of us. I'm not aware of it appearing in any official documents though. If the Bakerloo Line is extended to Watford Junction (which is official policy), it will need extra stock, and the Victoria Line stock is the logical choice (same design, available the right time). So there's a fair chance of happenning. U -- http://londonconnections.blogspot.com/ |
North London Line goes 4-car in early 2011
D7666 wrote:
For the 1988 Docklands concert of Jean Michel Jarre the NLL ran 4 car trains of both 2x2EPB and 4EPB. Unable to resist posting that. I didn't ride the EPBs but I was at the gig! It peed down for most of the evening and it required a mega-move after the gig, by coach back to Reading, up to Harrogate for a few hours kip (aquaplaning up the M1) and then across to York for my god-daughter's christening the following morning. Then back down south that night. |
North London Line goes 4-car in early 2011
On 12 Jul, 21:44, D7666 wrote:
On Jul 12, 12:11 pm, sweek wrote: Which is what the old Victoria Line stock will be used for. Where have you got that gen from ? -- Nick Can't find that exact information right now, but page 85 here mentions the Bakerloo re-extension and the "reconfiguration and refushbishment of existing stock". I've read and heard it in other places, too, though, but can't seem to find the information right now. It does make perfect sense to me. |
North London Line goes 4-car in early 2011
Ah, from http://www.alwaystouchout.com/project/43
Initially, TfL may substitute the current trains running the Euston - Watford service (aged Class 313 and Class 508 trains) with some (modified) stock cascaded from the Victoria line after that line receives its new trains. The Victoria line stock is similar to the Bakerloo line fleet, and the two could be merged fairly easily later on (see below). Services would continue to operate as now (6tph Bakerloo and 3tph Watford DC) but Watford DC trains would be longer (six or seven cars). Bakerloo Line (re-)extension TfL eventually plan to re-extend the Bakerloo line from Harrow & Wealdstone to Watford Junction, replacing the Watford DC services between Watford Junction and Euston. Bakerloo line services would run every 10 minutes to Watford, an improvement on the current 20-minute frequency to Euston. [TfL: T2025 report] Kilburn High Road and South Hampstead would cease to be served by direct trains to central London, but would gain services to Camden and Stratford as part of the proposed Queen\'s Park to Stratford service, which would run every 15 minutes. The cost savings from cutting the Silverlink service to Euston would be used to fund capacity improvements for the North London Line. |
North London Line goes 4-car in early 2011
"sweek" wrote Initially, TfL may substitute the current trains running the Euston - Watford service (aged Class 313 and Class 508 trains) with some (modified) stock cascaded from the Victoria line after that line receives its new trains. i.e. substituting aged (30-year-old) Class 313 and 508 trains with modern (40-year old) Victoria line stock. Peter |
North London Line goes 4-car in early 2011
"sweek" wrote in message ups.com... Ah, from http://www.alwaystouchout.com/project/43 Initially, TfL may substitute the current trains running the Euston - Watford service (aged Class 313 and Class 508 trains) with some (modified) stock cascaded from the Victoria line after that line receives its new trains. The Victoria line stock is similar to the Bakerloo line fleet, and the two could be merged fairly easily later on (see below). Yes, but haven't TfL ordered part of the Electrostar fleet for use on the DC lines out of Euston? There are 24 sets on order for the North London routes, to replace, IIRC, 26 Class 313/508 sets. With the benefits of higher availability of new EMUs that looks like a straight replacement - or is there to be an increase in frequency on the North London part of the Overground? |
North London Line goes 4-car in early 2011
On Jul 12, 3:12 pm, "Jack Taylor" wrote:
I didn't ride the EPBs but I was at the gig! Ditto. -- Nick |
North London Line goes 4-car in early 2011
On Jul 12, 3:21 pm, sweek wrote:
(modified) stock cascaded from the Victoria line after that line receives its new trains. The Victoria line stock is similar to the Bakerloo line fleet, and the two could be merged fairly easily later on (see below). I'm not sure this is the current plan. I can't at the moment find out why I think this but I am under the impression the Bakerloo changes come in with new Bakerloo line trains (that have yet to be ordered). I don't think shifting c.45 year old - as they will be by the time they are released - Victoria line ATO stock to a non ATO line is really a runner is it ? -- Nick |
North London Line goes 4-car in early 2011
On Thu, 12 Jul 2007 23:33:04 +0100, John Tattersall wrote:
Initially, TfL may substitute the current trains running the Euston - Watford service (aged Class 313 and Class 508 trains) with some (modified) stock cascaded from the Victoria line after that line receives its new trains. The Victoria line stock is similar to the Bakerloo line fleet, and the two could be merged fairly easily later on (see below). Yes, but haven't TfL ordered part of the Electrostar fleet for use on the DC lines out of Euston? I think so, but I don't think they've explicitly said so. There are 24 sets on order for the North London routes, to replace, IIRC, 26 Class 313/508 sets. With the benefits of higher availability of new EMUs that looks like a straight replacement - or is there to be an increase in frequency on the North London part of the Overground? You're right about 26 units being replaced by 24. However it's difficult to make a direct comparison as AFAIK the plans are still being finalised (the order for the 4th cars only recently went in) and TfL and Network Rail have slightly different sets of aspirations, and the number of units required could vary depending on things like the increase in frequency on the WLL, the introduction and frequency of the Queens Park - Stratford service, the possible switch to diesel stock for the WLL (with through running to Barking), whether London Overground stock is used for the Abbey Flyer, etc. |
North London Line goes 4-car in early 2011
On Thu, 12 Jul 2007 16:44:09 -0700, D7666 wrote:
(modified) stock cascaded from the Victoria line after that line receives its new trains. The Victoria line stock is similar to the Bakerloo line fleet, and the two could be merged fairly easily later on (see below). I'm not sure this is the current plan. I can't at the moment find out why I think this but I am under the impression the Bakerloo changes come in with new Bakerloo line trains (that have yet to be ordered). I don't think shifting c.45 year old - as they will be by the time they are released - Victoria line ATO stock to a non ATO line is really a runner is it ? I don't think the ATO thing is an issue - Victoria Line trains are already capable of being driven manually, and can be equipped with tripcocks for when they need to travel over other lines (e.g. to reach the works at Acton). Presumably they would just need to be equipped with conventional power/brake handles, and have a trailer removed to reduce them to 7 cars. |
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