Stop Markers on LU
 

Do LU have any platforms shared by trains which do not have the same
number of cars in a set? Do such platforms have BR/Network Rail-style
stop markers or are LU train operators required to "judge" their
stopping point appropriate to their train length.

--
gordon

Stop Markers on LU
 

On Feb 10, 3:13*pm, " wrote:
Do LU have any platforms shared by trains which do not have the same
number of cars in a set? Do such platforms have BR/Network Rail-style
stop markers or are LU train operators required to "judge" their
stopping point appropriate to their train length.


Yes, quite a few. There are markers, but they are attached to the
sleepers rather than at driver height.

Some examples I can think of:

The section shared by the Hammermith/Circle C stock (six cars) and the
Metropolitan A stock (eight cars).

The Wimbledon branch, shared by D stock (six longer cars) and C stock
(from Edgware Road).

Between Ealing Common and Barons Court the District trains are longer
than the Piccadilly.

Between Rayners Lane and Uxbridge, the Metropolitan trains are longer
than the Piccadilly.

At Finchley Road and Wembley Park, the Metropolitan trains are longer
than the Jubilee.

On the south side of the Circle, the District trains are longer than
the Circle.

In many outside sections, the platforms happen to be longer than the
trains anyway, and markers are needed so that they stay at the
entrance end. Thinking about it, this may be the case for nearly all
outside stations.

Stop Markers on LU
 

In message
of
Sun, 10 Feb 2008 07:13:31 in uk.transport.london, "
writes
Do LU have any platforms shared by trains which do not have the same
number of cars in a set? Do such platforms have BR/Network Rail-style

Yes!
Metropolitan (8) shares with Circle and Hammersmith & City (6) and also
with Piccadilly (6). Bakerloo (7) shares with Overground (?).

stop markers or are LU train operators required to "judge" their
stopping point appropriate to their train length.
--
Walter Briscoe

Stop Markers on LU
 

Yes!
Metropolitan (8) shares with Circle and Hammersmith & City (6) and also
with Piccadilly (6). Bakerloo (7) shares with Overground (?).

... (3)...!

Best Wishes,
LEWIS

Stop Markers on LU
 

On 10 Feb, 15:26, MIG wrote:
In many outside sections, the platforms happen to be longer than the
trains anyway, and markers are needed so that they stay at the
entrance end. *

I think all of the lines mentioned rely on platform-mounted monitors
and mirrors for checking the doors (save Overground, which has
guards), and the train also needs to be lined up with the Correct Side
Door Enable transmitter, so the driver doesn't have a lot of choice in
where they stop.

U

--
http://londonconnections.blogspot.com/
A blog about transport projects in London

Stop Markers on LU
 

On Feb 10, 3:58*pm, "Lew 1"
wrote:
Yes!
Metropolitan (8) shares with Circle and Hammersmith & City (6) and also
with Piccadilly (6). Bakerloo (7) shares with Overground (?).

.. (3)...!


Trouble is numbers don't help much, because of the different car
lengths.

If there's a standardish length of about 16 m (eg Circle, Central,
Bakerloo, Metropolitan etc), the Jubilee, Northern and Piccadilly are
a bit longer (about 17½ m), and the District D stock are longer still
(over 18 m), such that six D stock cars are about the length of seven
standardish cars. The "Overground" cars are about 20 m, so three of
them are the length of four Bakerloos.

Another location I forgot is Mile End where District (6 long, ie the
same as 7 standardish) use different tracks but same island platforms
as Central (8 standardish).

Stop Markers on LU
 

On Feb 10, 4:22*pm, Mr Thant
wrote:
On 10 Feb, 15:26, MIG wrote:

In many outside sections, the platforms happen to be longer than the
trains anyway, and markers are needed so that they stay at the
entrance end. *

I think all of the lines mentioned rely on platform-mounted monitors
and mirrors for checking the doors (save Overground, which has
guards), and the train also needs to be lined up with the Correct Side
Door Enable transmitter, so the driver doesn't have a lot of choice in
where they stop.


True, although the markers go back much further. I can't remember
that sort of detail before the 1970s unfortunately, but the sleeper
markers were well established then. I wonder if someone has early
pictures?

Stop Markers on LU
 

"Mr Thant" wrote in message
...

I think all of the lines mentioned rely on platform-mounted monitors
and mirrors for checking the doors (save Overground, which has
guards), and the train also needs to be lined up with the Correct Side
Door Enable transmitter, so the driver doesn't have a lot of choice in
where they stop.

I thought that the Door Enable Transmitter was exclusive to the Jubilee
Line, because it let the driver know that he is properly lined up with the
doors. Other llines only had markers letting drivers know that they had
properly berthed.

BTW, isn't the diamond on the platform the spot that allows optimal viewing
of the mirrors?

Stop Markers on LU
 

wrote in message
...
Do LU have any platforms shared by trains which do not have the same
number of cars in a set? Do such platforms have BR/Network Rail-style
stop markers or are LU train operators required to "judge" their
stopping point appropriate to their train length.

--
gordon

Richmond/Gunnersbury is shared by District and 3-car 313s(?) (ex National
Rail now London Overground). Do those stations have both NR and LT
markers? Are they going to change the markers on the rest of Overground?

Stop Markers on LU
 

On Feb 10, 3:13 pm, " wrote:
Do LU have any platforms shared by trains which do not have the same
number of cars in a set? Do such platforms have BR/Network Rail-style
stop markers or are LU train operators required to "judge" their
stopping point appropriate to their train length.

--
gordon

Usually! - On lines with CSDE (Correct Side Door Enable) fitted, like
the District, Picc,Met, C&H etc there are stopping diamonds in the 4
foot. Where stocks of varying length are operated and they stop in
different places, like Kings Cross St. Pancras WB then there are
numbers (length of train) or letters (stock).

Unlike on NR many stations only have one set of OPO equipment per
platform so sometimes the rear of the train would be far from the
platform entrance, whereas on NR there would be a stopping mark for
shorter trains. An example is Southfields EB; the last car of a D
Stock train is at the bottom of the stairs, but the last car of a C
Stock is further along the platform!

On the Northern and Jubilee they use a a system called Acurate Stop
(or something like that- it's a newer version of CSDE). The aim is to
stop in the green bar within yellow and black stripes, which is at
head height on the platform or tunnel wall.

Stop Markers on LU
 

On Feb 10, 8:22 am, Mr Thant
wrote:
On 10 Feb, 15:26, MIG wrote:

In many outside sections, the platforms happen to be longer than the
trains anyway, and markers are needed so that they stay at the
entrance end.

I think all of the lines mentioned rely on platform-mounted monitors
and mirrors for checking the doors (save Overground, which has
guards), and the train also needs to be lined up with the Correct Side
Door Enable transmitter, so the driver doesn't have a lot of choice in
where they stop.

At Moorgate (Circle/H+C/Met), which I use daily, there are two
separate sets of monitors/mirrors for westbound trains (one for the
longer Met trains and one for the rest).

PaulO

Stop Markers on LU
 

Walter Briscoe (Walter Briscoe ) gurgled
happily, sounding much like they were saying:

Do LU have any platforms shared by trains which do not have the same
number of cars in a set? Do such platforms have BR/Network Rail-style

Yes!
Metropolitan (8) shares with Circle and Hammersmith & City (6) and also
with Piccadilly (6). Bakerloo (7) shares with Overground (?).

Met also shares platforms with Chiltern diesels (2-6)

Stop Markers on LU
 

"Graham Harrison" wrote in
message ...

Richmond/Gunnersbury is shared by District and 3-car 313s(?) (ex National
Rail now London Overground). Do those stations have both NR and LT
markers? Are they going to change the markers on the rest of Overground?

I believe that the stop markers between Gunnersbury and Richmond are the
same for both Overground and Underground.

Stop Markers on LU
 

On Feb 11, 10:09*pm, wrote:
"Graham Harrison" wrote in
...



Richmond/Gunnersbury is shared by District and 3-car 313s(?) (ex National
Rail now London Overground). * Do those stations have both NR and LT
markers? * Are they going to change the markers on the rest of Overground?

I believe that the stop markers between Gunnersbury and Richmond are the
same for both Overground and Underground.

I can't remember what kind is at Gunnersbury etc, but on the Bakerloo
shared sections, I think the markers are NR style.

Stop Markers on LU
 

"MIG" wrote in message
...

I can't remember what kind is at Gunnersbury etc, but on the Bakerloo
shared sections, I think the markers are NR style.

For both the Underground and Overground, right?

Stop Markers on LU
 

On Tue, 12 Feb 2008 20:55:03 GMT, wrote:

I can't remember what kind is at Gunnersbury etc, but on the Bakerloo
shared sections, I think the markers are NR style.

For both the Underground and Overground, right?

The Overground has "3 car stop" and "6 car stop" signs (or "S car
stop" at some stations instead), though 6 car trains never run (and it
may not even be possible). I don't think there are any stopping marks
for the Underground.

Stop Markers on LU
 

"asdf" wrote in message
...
On Tue, 12 Feb 2008 20:55:03 GMT, wrote:

I can't remember what kind is at Gunnersbury etc, but on the Bakerloo
shared sections, I think the markers are NR style.

For both the Underground and Overground, right?

The Overground has "3 car stop" and "6 car stop" signs (or "S car
stop" at some stations instead),

I thought the "S car stop" was what they used for both on the District,
though I could be wrong.

though 6 car trains never run (and it
may not even be possible).

Why would it not be possible?

Slightly changing the subject, LT drivers also have to know how to read
national rail signals as well, don't they?

Stop Markers on LU
 

Slightly changing the subject, LT drivers also have to know how to read
national rail signals as well, don't they?

Yes. On the Bakerloo and District lines.

Control staff on the District, Piccadilly, Metropolitan and Circle
lines also need to know too.

Stop Markers on LU
 

Why on the Piccadilly as it does not come into contact with National Rail
trains?

"chunky munky" wrote in message
...

Slightly changing the subject, LT drivers alsomo have to know how to read
national rail signals as well, don't they?

Yes. On the Bakerloo and District lines.

Control staff on the District, Piccadilly, Metropolitan and Circle
lines also need to know too.

Stop Markers on LU
 

On Wed, 13 Feb 2008 00:04:19 GMT, wrote:

I can't remember what kind is at Gunnersbury etc, but on the Bakerloo
shared sections, I think the markers are NR style.

For both the Underground and Overground, right?

The Overground has "3 car stop" and "6 car stop" signs (or "S car
stop" at some stations instead),

I thought the "S car stop" was what they used for both on the District,
though I could be wrong.

though 6 car trains never run (and it
may not even be possible).

Why would it not be possible?

The power supply may not be able to cope with the current drawn by a
6-car 313 accelerating.

Stop Markers on LU
 

On Feb 13, 11:12 pm, wrote:
Why on the Piccadilly as it does not come into contact with National Rail
trains?

"chunky munky" wrote in message

...



Slightly changing the subject, LT drivers alsomo have to know how to read
national rail signals as well, don't they?

Yes. On the Bakerloo and District lines.

Control staff on the District, Piccadilly, Metropolitan and Circle
lines also need to know too.

I should have mentioned that the signal operators west of Tower Hill
are Piccadilly line ones.

Stop Markers on LU
 

In article ,
lid (asdf) wrote:

On Wed, 13 Feb 2008 00:04:19 GMT, wrote:

I can't remember what kind is at Gunnersbury etc, but on the
Bakerloo shared sections, I think the markers are NR style.

For both the Underground and Overground, right?

The Overground has "3 car stop" and "6 car stop" signs (or "S car
stop" at some stations instead),

I thought the "S car stop" was what they used for both on the
District, though I could be wrong.

though 6 car trains never run (and it
may not even be possible).

Why would it not be possible?

The power supply may not be able to cope with the current drawn by a
6-car 313 accelerating.

How do they cope with 6-car 313 trains on the GN then?

--
Colin Rosenstiel

Stop Markers on LU
 

On Feb 13, 11:56*pm, asdf wrote:
On Wed, 13 Feb 2008 00:04:19 GMT, wrote:
I can't remember what kind is at Gunnersbury etc, but on the Bakerloo
shared sections, I think the markers are NR style.

For both the Underground and Overground, right?

The Overground has "3 car stop" and "6 car stop" signs (or "S car
stop" at some stations instead),

I thought the "S car stop" was what they used for both on the District,
though I could be wrong.

though 6 car trains never run (and it
may not even be possible).

Why would it not be possible?

The power supply may not be able to cope with the current drawn by a
6-car 313 accelerating.

In the past, there have been 6-car 313s on the Euston - Watford DC
lines. I can certainly recall them being used at weekends when there
were blockades on the WCML, although not recently.

Stop Markers on LU
 

In article
,
(Andy) wrote:

On Feb 13, 11:56*pm, asdf wrote:
On Wed, 13 Feb 2008 00:04:19 GMT, wrote:
I can't remember what kind is at Gunnersbury etc, but on the
Bakerloo shared sections, I think the markers are NR style.

For both the Underground and Overground, right?

The Overground has "3 car stop" and "6 car stop" signs (or "S
car stop" at some stations instead),

I thought the "S car stop" was what they used for both on the
District, though I could be wrong.

though 6 car trains never run (and it
may not even be possible).

Why would it not be possible?

The power supply may not be able to cope with the current drawn
by a 6-car 313 accelerating.

In the past, there have been 6-car 313s on the Euston - Watford DC
lines. I can certainly recall them being used at weekends when there
were blockades on the WCML, although not recently.

As I said, there are plenty of 6-car 313 trains on the line they were
delivered for, the GN.

--
Colin Rosenstiel

Stop Markers on LU
 

On Thu, 14 Feb 2008 20:40 +0000 (GMT Standard Time), Colin Rosenstiel
wrote:

I can't remember what kind is at Gunnersbury etc, but on the
Bakerloo shared sections, I think the markers are NR style.

For both the Underground and Overground, right?

The Overground has "3 car stop" and "6 car stop" signs (or "S car
stop" at some stations instead),

I thought the "S car stop" was what they used for both on the
District, though I could be wrong.

though 6 car trains never run (and it
may not even be possible).

Why would it not be possible?

The power supply may not be able to cope with the current drawn by a
6-car 313 accelerating.

How do they cope with 6-car 313 trains on the GN then?

The power supply on the GN can cope with them. The power supply on the
DC lines can't (according to a recent thread).

Stop Markers on LU
 

On Feb 14, 11:48*pm, (Colin Rosenstiel) wrote:
In article
,



(Andy) wrote:
On Feb 13, 11:56*pm, asdf wrote:
On Wed, 13 Feb 2008 00:04:19 GMT, wrote:
I can't remember what kind is at Gunnersbury etc, but on the
Bakerloo shared sections, I think the markers are NR style.

For both the Underground and Overground, right?

The Overground has "3 car stop" and "6 car stop" signs (or "S
car stop" at some stations instead),

I thought the "S car stop" was what they used for both on the
District, though I could be wrong.

though 6 car trains never run (and it
may not even be possible).

Why would it not be possible?

The power supply may not be able to cope with the current drawn
by a 6-car 313 accelerating.

In the past, there have been 6-car 313s on the Euston - Watford DC
lines. I can certainly recall them being used at weekends when there
were blockades on the WCML, although not recently.

As I said, there are plenty of 6-car 313 trains on the line they were
delivered for, the GN.


Ahh, but the electrification of the GN line was designed for 6-car 313
formations. The Euston DC lines electrification was designed for the
mix of Bakerloo and mainline stock. The previous generation of units
(Class 313) only had one motor coach with 4 x 185 hp motors (according
to my old Combined Volume) whilst the class 313s have two motor
coaches with 4 x 110 hp motors (from the same source). So a single 501
had a power rating of 740hp, whilst a single 313 has 880hp. This is
nearly 20% more power and 50 % more motors. The potential problem on
the DC line wasn't the length of the train, but whether the power
supply could deal with the higher current drawn by a 6 car 313
(especially on starting) compared to a 6 car 501 in days gone by.

NB, I know that hp is hard to relate directly to the current drawn by
the unit, but the comparison still shows the potential problem.

Stop Markers on LU
 

In article ,
lid (asdf) wrote:

On Thu, 14 Feb 2008 20:40 +0000 (GMT Standard Time), Colin Rosenstiel
wrote:

I can't remember what kind is at Gunnersbury etc, but on the
Bakerloo shared sections, I think the markers are NR style.

For both the Underground and Overground, right?

The Overground has "3 car stop" and "6 car stop" signs (or "S car
stop" at some stations instead),

I thought the "S car stop" was what they used for both on the
District, though I could be wrong.

though 6 car trains never run (and it
may not even be possible).

Why would it not be possible?

The power supply may not be able to cope with the current drawn
by a 6-car 313 accelerating.

How do they cope with 6-car 313 trains on the GN then?

The power supply on the GN can cope with them. The power supply on
the DC lines can't (according to a recent thread).

But the GN has DC lines from Drayton Park to Moorgate. The trains are
limited to 30 MPH (series only) but I thought that was because of the
tunnels, not the power supply.

--
Colin Rosenstiel

Stop Markers on LU
 

In article
,
(Andy) wrote:

On Feb 14, 11:48*pm, (Colin Rosenstiel) wrote:
In article

,

(Andy) wrote:
On Feb 13, 11:56*pm, asdf wrote:
On Wed, 13 Feb 2008 00:04:19 GMT, wrote:
I can't remember what kind is at Gunnersbury etc, but on the
Bakerloo shared sections, I think the markers are NR style.

For both the Underground and Overground, right?

The Overground has "3 car stop" and "6 car stop" signs (or "S
car stop" at some stations instead),

I thought the "S car stop" was what they used for both on the
District, though I could be wrong.

though 6 car trains never run (and it
may not even be possible).

Why would it not be possible?

The power supply may not be able to cope with the current drawn
by a 6-car 313 accelerating.

In the past, there have been 6-car 313s on the Euston - Watford DC
lines. I can certainly recall them being used at weekends when
there
were blockades on the WCML, although not recently.

As I said, there are plenty of 6-car 313 trains on the line they were
delivered for, the GN.

Ahh, but the electrification of the GN line was designed for 6-car 313
formations. The Euston DC lines electrification was designed for the
mix of Bakerloo and mainline stock. The previous generation of units
(Class 313) only had one motor coach with 4 x 185 hp motors (according
to my old Combined Volume) whilst the class 313s have two motor
coaches with 4 x 110 hp motors (from the same source). So a single 501
had a power rating of 740hp, whilst a single 313 has 880hp. This is
nearly 20% more power and 50 % more motors. The potential problem on
the DC line wasn't the length of the train, but whether the power
supply could deal with the higher current drawn by a 6 car 313
(especially on starting) compared to a 6 car 501 in days gone by.

NB, I know that hp is hard to relate directly to the current drawn by
the unit, but the comparison still shows the potential problem.

And the 1938TS had (IIRC) 2 x 168HP motors per motor car of which there
were 5 per train, total 1680HP. I also have a feeling that 501s ran in
pairs on occasion.

--
Colin Rosenstiel

Stop Markers on LU
 

On 15 Feb, 13:59, (Colin Rosenstiel) wrote:
How do they cope with 6-car 313 trains on the GN then?

The power supply on the GN can cope with them. The power supply on
the DC lines can't (according to a recent thread).

But the GN has DC lines from Drayton Park to Moorgate. The trains are
limited to 30 MPH (series only) but I thought that was because of the
tunnels, not the power supply.

It's not that DC is inherently incapable (see: 12-car Desiros on SWT,
which draw more than 2x the power of a 6-car 313), it's that the
specific actual DC power system, substations, cabling, etc that was
installed on the North London Railway in 1916, even with whatever
upgrading it's received since, is not capable. The system installed in
the GN in the mid-1970s was much more powerful...

[see also: electric trains north of Cambridge or between Leeds and
Skipton. 25kV AC is perfectly capable of handling TGVs and massive
freight trains, but the systems installed in the 1980s can only handle
a couple of EMU...]

--
John Band
john at johnband dot org
www.johnband.org

Stop Markers on LU
 

In article
,
(John B) wrote:

On 15 Feb, 13:59, (Colin Rosenstiel) wrote:
How do they cope with 6-car 313 trains on the GN then?

The power supply on the GN can cope with them. The power supply on
the DC lines can't (according to a recent thread).

But the GN has DC lines from Drayton Park to Moorgate. The trains are
limited to 30 MPH (series only) but I thought that was because of the
tunnels, not the power supply.

It's not that DC is inherently incapable (see: 12-car Desiros on SWT,
which draw more than 2x the power of a 6-car 313), it's that the
specific actual DC power system, substations, cabling, etc that was
installed on the North London Railway in 1916, even with whatever
upgrading it's received since, is not capable. The system installed in
the GN in the mid-1970s was much more powerful...

[see also: electric trains north of Cambridge or between Leeds and
Skipton. 25kV AC is perfectly capable of handling TGVs and massive
freight trains, but the systems installed in the 1980s can only handle
a couple of EMU...]

But the power supply North of Queen's Park could handle 1680HP 1938TS. So
why not a mere 6 cars of class 313?

--
Colin Rosenstiel

Stop Markers on LU
 

On Feb 15, 8:09*pm, (Colin Rosenstiel) wrote:
In article
,



(John B) wrote:
On 15 Feb, 13:59, (Colin Rosenstiel) wrote:
How do they cope with 6-car 313 trains on the GN then?

The power supply on the GN can cope with them. The power supply on
the DC lines can't (according to a recent thread).

But the GN has DC lines from Drayton Park to Moorgate. The trains are
limited to 30 MPH (series only) but I thought that was because of the
tunnels, not the power supply.

It's not that DC is inherently incapable (see: 12-car Desiros on SWT,
which draw more than 2x the power of a 6-car 313), it's that the
specific actual DC power system, substations, cabling, etc that was
installed on the North London Railway in 1916, even with whatever
upgrading it's received since, is not capable. The system installed in
the GN in the mid-1970s was much more powerful...

[see also: electric trains north of Cambridge or between Leeds and
Skipton. 25kV AC is perfectly capable of handling TGVs and massive
freight trains, but the systems installed in the 1980s can only handle
a couple of EMU...]

But the power supply North of Queen's Park could handle 1680HP 1938TS. So
why not a mere 6 cars of class 313?

--
Colin Rosenstiel

I think that there might be some mixing of problems here. I think that
the North London line is the route limited to 3 car 313s, this was
electrified before the DC lines even existed (in 1916). The closure of
Broad Street and extension to North Woolwich was done on the cheap and
I think this was the part with supply problems. With the closure
beyond Stratford and the electrification of the new platforms there
with AC, I think that any restriction will disappear, as most of the
route will then be AC electrified. The DC Lines from Euston don't have
such the restriction, as they were a busier railway, designed to cope
with the Bakerloo stock all the way to Watford. However, there may
still be a problem of peak current drawn and things may have changed
with any re-equiping of the power supply.

Stop Markers on LU
 

In article
,
(Andy) wrote:

On Feb 15, 8:09*pm, (Colin Rosenstiel) wrote:
In article

,

(John B) wrote:
On 15 Feb, 13:59, (Colin Rosenstiel) wrote:
How do they cope with 6-car 313 trains on the GN then?

The power supply on the GN can cope with them. The power supply

on the DC lines can't (according to a recent thread).

But the GN has DC lines from Drayton Park to Moorgate. The trains
are limited to 30 MPH (series only) but I thought that was
because of the tunnels, not the power supply.

It's not that DC is inherently incapable (see: 12-car Desiros on
SWT, which draw more than 2x the power of a 6-car 313), it's that
the specific actual DC power system, substations, cabling, etc that

was installed on the North London Railway in 1916, even with
whatever upgrading it's received since, is not capable. The system
installed in the GN in the mid-1970s was much more powerful...

[see also: electric trains north of Cambridge or between Leeds and
Skipton. 25kV AC is perfectly capable of handling TGVs and massive
freight trains, but the systems installed in the 1980s can only
handle a couple of EMU...]

But the power supply North of Queen's Park could handle 1680HP
1938TS. So why not a mere 6 cars of class 313?

I think that there might be some mixing of problems here. I think that
the North London line is the route limited to 3 car 313s, this was
electrified before the DC lines even existed (in 1916). The closure of
Broad Street and extension to North Woolwich was done on the cheap and
I think this was the part with supply problems. With the closure
beyond Stratford and the electrification of the new platforms there
with AC, I think that any restriction will disappear, as most of the
route will then be AC electrified. The DC Lines from Euston don't have
such the restriction, as they were a busier railway, designed to cope
with the Bakerloo stock all the way to Watford. However, there may
still be a problem of peak current drawn and things may have changed
with any re-equiping of the power supply.

The makes more sense. There is no reason why the power supply shortage
shouldn't apply to AC as well (see North of Milton on the line to King's
Lynn) but it's less likely to be a problem in an urban area where
National Grid feeds aren't so hard to find.

--
Colin Rosenstiel

Stop Markers on LU
 

On Fri, 15 Feb 2008 13:59 +0000 (GMT Standard Time),
(Colin Rosenstiel) wrote:

And the 1938TS had (IIRC) 2 x 168HP motors per motor car of which there
were 5 per train, total 1680HP. I also have a feeling that 501s ran in
pairs on occasion.

During the peaks, regularly - even the through trains to Croxley Green.



--
Bill Hayles

http://billnot.com

Stop Markers on LU
 

On Feb 15, 8:42 pm, Andy wrote:
I think that
the North London line is the route limited to 3 car 313s

Correct.

this was
electrified before the DC lines even existed (in 1916). The closure of
Broad Street and extension to North Woolwich was done on the cheap and
I think this was the part with supply problems.

I think there are also power limits on the DC between Camden Road and
Dalston, but could be wrong.

With the closure
beyond Stratford and the electrification of the new platforms there
with AC, I think that any restriction will disappear, as most of the
route will then be AC electrified.

Are they planning to make it all-AC between Camden and Dalston as part
of the remodelling? Would certainly make sense...

The DC Lines from Euston don't have
such the restriction, as they were a busier railway, designed to cope
with the Bakerloo stock all the way to Watford.

Yup.

--
John Band
john at johnband dot org
www.johnband.org

Stop Markers on LU
 

On Feb 17, 1:47*pm, John B wrote:
On Feb 15, 8:42 pm, Andy wrote:

I think that
the North London line is the route limited to 3 car 313s

Correct.

this was
electrified before the DC lines even existed (in 1916). The closure of
Broad Street and extension to North Woolwich was done on the cheap and
I think this was the part with supply problems.

I think there are also power limits on the DC between Camden Road and
Dalston, but could be wrong.


Yes, there could be too, I don't know if that section was re-equipped
when they extended electrification to North Woolwich.

With the closure
beyond Stratford and the electrification of the new platforms there
with AC, I think that any restriction will disappear, as most of the
route will then be AC electrified.

Are they planning to make it all-AC between Camden and Dalston as part
of the remodelling? Would certainly make sense...


I think that they have to, as the sections from Canonbury to east of
Caledonian Road and Barnsbury will only be two tracks with the
remodelling (of course the ELL extension part will be DC only on the
other two tracks). There will still need to be AC routes for the
freight traffic and to make the section from Dalston to Camden dual
electrification would seem a lot of work for little benefit.

The DC Lines from Euston don't have
such the restriction, as they were a busier railway, designed to cope
with the Bakerloo stock all the way to Watford.

Yup.

--
John Band
john at johnband dot orgwww.johnband.org