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Class 378 in service
Yep there is one out and about - 378 005 - on the North London Line
although its first run started at Clapham Junction this morning. It was on the 1157 from Richmond and should be the 1307 ex Stratford back to Richmond. I saw it at Highbury & Islington but couldn't spare the time for a ride on it. Looked very shiny and it certainly moves quickly enough. Photos later although there are already shots by others on Flickr. -- Paul C via Google |
Class 378 in service
On 29 July, 13:32, Paul Corfield wrote:
Yep there is one out and about - 378 005 - on the North London Line although its first run started at Clapham Junction this morning. It was on the 1157 from Richmond and should be the 1307 ex Stratford back to Richmond. *I saw it at Highbury & Islington but couldn't spare the time for a ride on it. Looked very shiny and it certainly moves quickly enough. Photos later although there are already shots by others on Flickr. I've managed to squeeze a one-stop ride into my lunch hour. The gangway is much wider than I expected but the ceiling seems rather low. The destination panels on the sides are too small and far apart (and unreadble from an angle), and the motors seem a bit noisier than on 377s. On the plus side, non-garbled next stop announcements. U |
Class 378 in service
"Paul Corfield" wrote: Interesting that the guard has to travel in the train carriage, DLR style, as the door release and door close buttons are by the doors themselves. Is it 'has to' or 'instructed to' I wonder? Generally, conductors on Southern 377s work within the carriage, but I believe it is operationally possible to work from the rear (or intermediate) cab, and I'm pretty sure I've been on a few services (generally late night departures from Brighton) where this has happened. Also, are the guards actually releasing the doors? Just interested, as I thought on most modern build units the driver did the releasing, and the guard/conductor the closing. Chris |
Class 378 in service
Paul Corfield wrote:
Interesting that the guard has to travel in the train carriage, DLR style, as the door release and door close buttons are by the doors themselves. I believe that this is merely an option... the LOROL guard I spoke to a month ago told me that she would be hiding in the rear cab during both the busiest and the most unsafe parts of her shift. |
Class 378 in service
"Chris Read" wrote in message
... "Paul Corfield" wrote: Interesting that the guard has to travel in the train carriage, DLR style, as the door release and door close buttons are by the doors themselves. Is it 'has to' or 'instructed to' I wonder? Generally, conductors on Southern 377s work within the carriage, but I believe it is operationally possible to work from the rear (or intermediate) cab, and I'm pretty sure I've been on a few services (generally late night departures from Brighton) where this has happened. Also possible that the service is DOO and there isn't a guard at all. Most of the evening (post peak) Brighton Expresses run this way. D A Stocks |
Class 378 in service
On Wed, 29 Jul 2009, Paul Corfield wrote:
Interesting that the guard has to travel in the train carriage, DLR style, as the door release and door close buttons are by the doors themselves. I was wondering about this a while ago - i can't remember if i asked here or not. How does this work when the trains are crush-loaded? Is the guard sardined in with his flock (school?)? The fact one pair of doors is open while the guard shuts the others just means people dash and plead with the guard to be allowed on - this certainly happened with the lunchtime trip I saw at Highbury where there is a constant stream of passengers. I'm really confused by by this. Why is one pair of doors open while the other isn't? What does 'pair' mean here? tom -- inspired by forty-rod whiskey |
Class 378 in service
On Jul 29, 7:27*pm, "Chris Read" wrote:
"Paul Corfield" wrote: Interesting that the guard has to travel in the train carriage, DLR style, as the door release and door close buttons are by the doors themselves. Is it 'has to' or 'instructed to' I wonder? Generally, conductors on Southern 377s work within the carriage, but I believe it is operationally possible to work from the rear (or intermediate) cab, and I'm pretty sure I've been on a few services (generally late night departures from Brighton) where this has happened. Also, are the guards actually releasing the doors? Just interested, as I thought on most modern build units the driver did the releasing, and the guard/conductor the closing. Conductors certainly both open and close the doors on both London Midland and on Southern services on the West Coast Mainline. On LM services this is the reason for the delay between the train stopping and the doors opening, as the conductor has to open the door where they are and check the position and length of the train in relation to the platform before opening the rest of the doors. For LM, where selective door opening is used, only doors ahead of the conductor will open. You can see this on the early morning services which call at Wembley Central; e.g. the 8 car train on the 04.35 Milton Keynes - Euston on Saturdays has an advertised stop here (in the on-line journey planner, but not in the printed timetable) and only the front 4 coaches' doors open, with the conductor in the front cab of the rear unit. |
Class 378 in service
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Class 378 in service
On Jul 29, 7:27*pm, "Chris Read" wrote:
"Paul Corfield" wrote: Interesting that the guard has to travel in the train carriage, DLR style, as the door release and door close buttons are by the doors themselves. Is it 'has to' or 'instructed to' I wonder? Generally, conductors on Southern 377s work within the carriage, but I believe it is operationally possible to work from the rear (or intermediate) cab, and I'm pretty sure I've been on a few services (generally late night departures from Brighton) where this has happened. At CLJ and ECR they will almost certainly be in an intermediate cab during the peaks. It's generally advisable for late night west coastway shifts. Also, are the guards actually releasing the doors? Just interested, as I thought on most modern build units the driver did the releasing, and the guard/conductor the closing. It's the driver on SN. Saves a lot of time over a long journey with many stops. Over on SWT station stops seem to take an eternity in comparison. |
Class 378 in service
Andy wrote:
On Jul 29, 7:27 pm, "Chris Read" wrote: "Paul Corfield" wrote: Interesting that the guard has to travel in the train carriage, DLR style, as the door release and door close buttons are by the doors themselves. Is it 'has to' or 'instructed to' I wonder? Generally, conductors on Southern 377s work within the carriage, but I believe it is operationally possible to work from the rear (or intermediate) cab, and I'm pretty sure I've been on a few services (generally late night departures from Brighton) where this has happened. Also, are the guards actually releasing the doors? Just interested, as I thought on most modern build units the driver did the releasing, and the guard/conductor the closing. Conductors certainly both open and close the doors on both London Midland and on Southern services on the West Coast Mainline. On LM services this is the reason for the delay between the train stopping and the doors opening, as the conductor has to open the door where they are and check the position and length of the train in relation to the platform before opening the rest of the doors. For LM, where selective door opening is used, only doors ahead of the conductor will open. You can see this on the early morning services which call at Wembley Central; e.g. the 8 car train on the 04.35 Milton Keynes - Euston on Saturdays has an advertised stop here (in the on-line journey planner, but not in the printed timetable) and only the front 4 coaches' doors open, with the conductor in the front cab of the rear unit. There was one sitting at Platform 18 at Euston on Tuesday morning. I was off to see what state the NXEA dogboxes had come to by visiting Bury St Edmunds. (Filthy dogbox from Cambridge as usual - a 156 turned up for the return journey). Was impressed by the quick door release on the 365 at Kings Cross - unlike the usual long wait on a London Midland 321 or 350. G |
Class 378 in service
The concept is the same as DLR - i.e. the guard is in control of one
doorway (i.e. two door leaves that slide across). From what I saw today the guard stepped out on to the platform to ensure the other doors where clear before initiating the door close process. Once the other doors are closed he then steps into the train and closes the one remaining doorway where his control panel is. If you've seen what happens with DLR then you've seen what is happening with the 378s. Sorry for confusing doors with the bits that actually slide across the opening! Indeed, trains with guards are much slower at station stops than DOO services. So why don't we just tell the RMT to get stuffed, convert to DOO and keep the existing guards on board to check tickets and stuff. |
Class 378 in service
On Thu, 30 Jul 2009 12:06:18 +0100, Commuter
wrote: The concept is the same as DLR - i.e. the guard is in control of one doorway (i.e. two door leaves that slide across). From what I saw today the guard stepped out on to the platform to ensure the other doors where clear before initiating the door close process. Once the other doors are closed he then steps into the train and closes the one remaining doorway where his control panel is. If you've seen what happens with DLR then you've seen what is happening with the 378s. Sorry for confusing doors with the bits that actually slide across the opening! Indeed, trains with guards are much slower at station stops than DOO services. So why don't we just tell the RMT to get stuffed, convert to DOO and keep the existing guards on board to check tickets and stuff. But they won't. The guards will just hide in their cabs. I suppose it is better to have them pushing door buttons than doing nothing. |
Class 378 in service
On 29 July, 19:09, Paul Corfield wrote:
The fact one pair of doors is open while the guard shuts the others just means people dash and plead with the guard to be allowed on - this certainly happened with the lunchtime trip I saw at Highbury where there is a constant stream of passengers. I have, in the past, turned up just in the nick of time for an Oveground train, and arrived on the platform just after the guard shut the doors. I was pleasantly surprised to be allowed to get on through the guard's compartment, and then into the main saloon[1]. Admittedly, it wasn't at rush hour, when I can see this being a little less likely to happen. [1] From the list of "words that rarely get used outside railway- speak". see also 'vestibule'. |
Class 378 in service
On Jul 30, 2:17*pm, Martin Deutsch wrote:
I have, in the past, turned up just in the nick of time for an Oveground train, and arrived on the platform just after the guard shut the doors. I was pleasantly surprised to be allowed to get on through the guard's compartment, and then into the main saloon[1]. Admittedly, it wasn't at rush hour, when I can see this being a little less likely to happen. Common practice on Merseyrail at one point, though I don't know if it is now. When I was getting the train to/from school, if someone came running at the last minute at Ormskirk the guard would often give a single bell to stop the train even if it had started and allow such boarding to take place. Neil |
Class 378 in service
wrote in message
In article , (Paul Corfield) wrote: the ceiling feels low compared to a 313 Flipping 'eck! I thought the 313s were already low enough! Presumably that's where the airconditioning goes? |
Class 378 in service
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Class 378 in service
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Class 378 in service
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Class 378 in service
On Jul 30, 7:22*pm, Richard wrote:
On Thu, 30 Jul 2009 10:49:18 -0500, wrote: In article , (Gavin Hamilton) wrote: Was impressed by the quick door release on the 365 at Kings Cross - unlike the usual long wait on a London Midland 321 or 350. Or on a SWT Desiro. One of the 365's best features. You can hold the Open button pressed as the train rolls to a stand and it will open almost instantly after it stops and in any case when the doors are released. (SWT's) Desiros *do* work that way, although it is often quite a long time before the doors are released, some guards preferring to open their own door and have a look up and down the platform first. Perhaps doing all this from one of the cabs would be better (can they use an intermediate cab?) The same is true with the LM Desiros, although the wait is normally so long that people remove their finger!! The 'rules' on LM state that the conductor must open their door first to check the position of train in the platform, hence the delay. I don't know why this rule has come in, as it certainly adds to the overall journey time without any major safety advantage over the conductor 'knowing' the train and platform length from memory. LM conductors can and do use the intermediate cab doors for operating the doors. Even better, Swiss-style, accept a push of the button any time as the train is coming to a stop and open the doors "automatically" upon arrival... That would be a good idea too. |
Class 378 in service
On Wed, 29 Jul 2009, Paul Corfield wrote:
On Wed, 29 Jul 2009 20:01:28 +0100, Tom Anderson wrote: On Wed, 29 Jul 2009, Paul Corfield wrote: Interesting that the guard has to travel in the train carriage, DLR style, as the door release and door close buttons are by the doors themselves. I was wondering about this a while ago - i can't remember if i asked here or not. How does this work when the trains are crush-loaded? Is the guard sardined in with his flock (school?)? I guess they must have to stay at the same door area until such time as the crowding subsides and they can move elsewhere. I've not travelled on DLR in mega crush conditions. John's answered this, as it pertains to the ELL - the guard has a cab to retreat to. The fact one pair of doors is open while the guard shuts the others just means people dash and plead with the guard to be allowed on - this certainly happened with the lunchtime trip I saw at Highbury where there is a constant stream of passengers. I'm really confused by by this. Why is one pair of doors open while the other isn't? What does 'pair' mean here? The concept is the same as DLR - i.e. the guard is in control of one doorway (i.e. two door leaves that slide across). From what I saw today the guard stepped out on to the platform to ensure the other doors where clear before initiating the door close process. Once the other doors are closed he then steps into the train and closes the one remaining doorway where his control panel is. Oh, i see! Thanks for the explanation. If you've seen what happens with DLR then you've seen what is happening with the 378s. I haven't used the DLR that much, hence my ignorance of this procedure. Sorry for confusing doors with the bits that actually slide across the opening! Not at all - this was a regrettable lacuna in my knowledge of doors. tom -- In case you don't know what CROWDSOURCING is, it's a stomach-churning new media term obviously invented by a ******* made of ****. -- Charlie Brooker |
Class 378 in service
On Wed, 29 Jul 2009 20:33:54 +0100, Paul Corfield wrote:
The fact one pair of doors is open while the guard shuts the others just means people dash and plead with the guard to be allowed on - this certainly happened with the lunchtime trip I saw at Highbury where there is a constant stream of passengers. I'm really confused by by this. Why is one pair of doors open while the other isn't? What does 'pair' mean here? The concept is the same as DLR - i.e. the guard is in control of one doorway (i.e. two door leaves that slide across). From what I saw today the guard stepped out on to the platform to ensure the other doors where clear before initiating the door close process. Once the other doors are closed he then steps into the train and closes the one remaining doorway where his control panel is. If you've seen what happens with DLR then you've seen what is happening with the 378s. Sorry for confusing doors with the bits that actually slide across the opening! Oh dear. So the procedure at *every* stop is: - Guard opens own set of doors - Guard step out onto platform and checks train is correctly platformed - Guard opens remaining doors - After passengers have finished boarding/alighting, guard closes all but own set of doors - Guard checks everything is OK - Guard steps (or squeezes) onto train - Guard closes own set of doors. Surely it's easy enough for the guard to travel in the rear cab, allowing them to lean out of the window and open/close all doors at once? Why oh why do they still manufacture trains with such horrifically slow procedures that result in completely unnecessarily extended dwell times? Totally unsuitable for LO. |
Class 378 in service
On Jul 31, 3:02*pm, asdf wrote:
Why oh why do they still manufacture trains with such horrifically slow procedures that result in completely unnecessarily extended dwell times? Totally unsuitable for LO. TBH, I'm amazed that these new trains weren't accompanied by a conversion to DOO. They could have been fitted with cameras to avoid any need for station infrastructure. I fail to see any need for guards (other than as a security presence in the evenings, in which case one on their own is little use) on LO. Neil |
Class 378 in service
On Thu, 30 Jul 2009 10:39:37 +0100, Gavin Hamilton wrote:
Was impressed by the quick door release on the 365 at Kings Cross - unlike the usual long wait on a London Midland 321 or 350. Surely this left you cowering in fear at how unsafe 365s are, compared to 321s/350s with their important and worthwhile safety features? |
Class 378 in service
On Thu, 30 Jul 2009 12:12:51 -0700 (PDT), Andy wrote:
The same is true with the LM Desiros, although the wait is normally so long that people remove their finger!! The 'rules' on LM state that the conductor must open their door first to check the position of train in the platform, hence the delay. I don't know why this rule has come in, as it certainly adds to the overall journey time without any major safety advantage over the conductor 'knowing' the train and platform length from memory. It's completely ineffective half the time anyway, because at many stations the platform curves away and at least one end of the train cannot be seen, so the guard has to rely on this 'knowing' anyway. |
Class 378 in service
On 31 July, 15:06, Neil Williams wrote:
TBH, I'm amazed that these new trains weren't accompanied by a conversion to DOO. *They could have been fitted with cameras to avoid any need for station infrastructure. They are fitted with cameras. The fight with Bob Crow comes later. U |
Class 378 in service
On Jul 31, 3:06*pm, Neil Williams wrote:
Why oh why do they still manufacture trains with such horrifically slow procedures that result in completely unnecessarily extended dwell times? Totally unsuitable for LO. TBH, I'm amazed that these new trains weren't accompanied by a conversion to DOO. *They could have been fitted with cameras to avoid any need for station infrastructure. I believe "that ******* Crow" is the reason. If the trains weren't *originally planned* for DOO, then I'm the king of the monkey people. I fail to see any need for guards (other than as a security presence in the evenings, in which case one on their own is little use) on LO. None whatsoever. Or on any other commuter stock. Sadly, unless we've got the collective stomach for a Thatcher-and-the-miners standoff, we're stuck with the buggers. Maybe we could pay them extra to not open the doors and just stand around looking reassuring, in the same way Victoria Line drivers get paid more than other grades to not drive the trains. -- John Band john at johnband dot org www.johnband.org |
Class 378 in service
asdf writes:
Oh dear. So the procedure at *every* stop is: - Guard opens own set of doors - Guard step out onto platform and checks train is correctly platformed - Guard opens remaining doors - After passengers have finished boarding/alighting, guard closes all but own set of doors - Guard checks everything is OK - Guard steps (or squeezes) onto train - Guard closes own set of doors. Surely it's easy enough for the guard to travel in the rear cab, allowing them to lean out of the window and open/close all doors at once? Is that very much different than the traditional, guard opens (inwards) van door as train enters platform; Guard steps onto platform and watches passengers boarding/alighting; Guard either blows whistle and holds up green flag then re-enters train or re-enters train and while leaning out of door presses bell twice; Guard continues leaning out of door observing departure until the train leaves the platform, pressing bell or applying brake in case of problems; Guard closes van door. |
Class 378 in service
On 31 July, 15:16, John B wrote:
On Jul 31, 3:06*pm, Neil *Williams wrote: Why oh why do they still manufacture trains with such horrifically slow procedures that result in completely unnecessarily extended dwell times? Totally unsuitable for LO. TBH, I'm amazed that these new trains weren't accompanied by a conversion to DOO. *They could have been fitted with cameras to avoid any need for station infrastructure. I believe "that ******* Crow" is the reason. If the trains weren't *originally planned* for DOO, then I'm the king of the monkey people. I fail to see any need for guards (other than as a security presence in the evenings, in which case one on their own is little use) on LO. None whatsoever. Or on any other commuter stock. Sadly, unless we've got the collective stomach for a Thatcher-and-the-miners standoff, we're stuck with the buggers. Maybe we could pay them extra to not open the doors and just stand around looking reassuring, in the same way Victoria Line drivers get paid more than other grades to not drive the trains. But none of this is anything to do with having guards. It's to do with the procedure. It would be even worse if drivers on DOO trains had to open their door, step out etc. And there were guards on the Underground till recently, with no such delays. In fact less delays, because they were already leaning out when the train stopped, which a driver can't do. Also, I note the slow produre on SWT and LM, but not on South Eastern in the sections and trains where there are guards. I know it's hard to resist abusing Bob Crow, but I wonder if the ridiculous procedures have been introduced by TOCs to create delays that they can blame on guards. |
Class 378 in service
asdf wrote:
Why oh why do they still manufacture trains with such horrifically slow procedures that result in completely unnecessarily extended dwell times? Totally unsuitable for LO. The customer tells the manufacturer he wants to buy such trains, so the manufacturer manufactures them. Bombardier has supplied plenty of trains which don't need a driver, let alone a guard. -- Arthur Figgis Surrey, UK |
Class 378 in service
Paul Corfield wrote:
On Wed, 29 Jul 2009 06:10:50 -0700 (PDT), Mr Thant wrote: On 29 July, 13:32, Paul Corfield wrote: Yep there is one out and about - 378 005 - on the North London Line although its first run started at Clapham Junction this morning. It was on the 1157 from Richmond and should be the 1307 ex Stratford back to Richmond. I saw it at Highbury & Islington but couldn't spare the time for a ride on it. Looked very shiny and it certainly moves quickly enough. Photos later although there are already shots by others on Flickr. I've managed to squeeze a one-stop ride into my lunch hour. The gangway is much wider than I expected but the ceiling seems rather low. The destination panels on the sides are too small and far apart (and unreadble from an angle), and the motors seem a bit noisier than on 377s. On the plus side, non-garbled next stop announcements. I managed to catch it again between Gunnersbury and Kew Gardens. Instant reaction from two ladies who got on in front of me was "new train, lots of extra seats (not)!". Seemed very quiet to me although I agree the ceiling feels low compared to a 313 and no luggage racks overhead. Odd to see the return of strap hangers given the blitz to remove them from LUL. The aisle is very wide and I can see that will be genuinely useful in cramming people in and also allowing people to head for the exit more effectively when the service is busy. The internal displays and announcements were fine and obviously a big step up from the 313s. Interesting that the guard has to travel in the train carriage, DLR style, as the door release and door close buttons are by the doors themselves. Having travelled back on a 313 all the way back to Highbury and just catching the really bad overcrowding I can see that the extra space will be welcomed. However given the door apertures are about the same size as a 313 in broadly the same pattern I would have to wonder about dwell times. They can already be pretty bad with the 313s and I can see it being worse with the 378s in the short term until people and the staff get used to them. The fact one pair of doors is open while the guard shuts the others just means people dash and plead with the guard to be allowed on - this certainly happened with the lunchtime trip I saw at Highbury where there is a constant stream of passengers. Photos at http://www.flickr.com/photos/2475974...7615618429889/ Very nice, indeed. What happened to the side track at Highbury & Islington? |
Class 378 in service
wrote What happened to the side track at Highbury & Islington? The AC lines between Dalston Kingsland and Camden Road are currently OOU and under engineers' possession, with some sections lifted. Eventually the existing DC pair will be used by the ELLX between Dalston Junction and Highbury & Islington, while the NLL service and freight will use the reinstated northern pair, using 25 kV AC OHLE. Between Highbury & Islington and Camden Road (exclusive) there will be 4 tracks, effectively a pair for the NLL passenger service and long up and down goods loops. Canonbury and Highbury & Islington will each have 4 platforms (2 for ELLX and 2 for NLL), while Caledonian Road will have 3 (the existing eastbound platform reinstated as an island). Peter |
Class 378 in service
On Jul 31, 10:02 pm, "
wrote: What happened to the side track at Highbury & Islington? Highbury & Islington Overground is going to have a rebuild. The existing platforms 1 and 2 will become the platforms for the East London Line, with the North London Line taking the place of the side track : platform 7 (the "special use" platform) is cordoned off, and the other side has undergone some severe defoliating recently in preparation for a new (or reinstatement?) of a platform there. -- Abi |
Class 378 in service
Peter Masson wrote:
wrote What happened to the side track at Highbury & Islington? The AC lines between Dalston Kingsland and Camden Road are currently OOU and under engineers' possession, with some sections lifted. Eventually the existing DC pair will be used by the ELLX between Dalston Junction and Highbury & Islington, while the NLL service and freight will use the reinstated northern pair, using 25 kV AC OHLE. Between Highbury & Islington and Camden Road (exclusive) there will be 4 tracks, effectively a pair for the NLL passenger service and long up and down goods loops. Canonbury and Highbury & Islington will each have 4 platforms (2 for ELLX and 2 for NLL), while Caledonian Road will have 3 (the existing eastbound platform reinstated as an island). Cool. I've heard that this part of the NLL will be out of service for a while in early 2010. Can anybody shed light on this? Also, does anybody have an idea when and where an operating 378 can be found at this stage? |
Class 378 in service
wrote Cool. I've heard that this part of the NLL will be out of service for a while in early 2010. Can anybody shed light on this? According to July MR, Gospel Oak to Stratford will be closed Christmas 2009 - April 2010. Peter |
Class 378 in service
Peter Masson wrote:
wrote What happened to the side track at Highbury & Islington? The AC lines between Dalston Kingsland and Camden Road are currently OOU and under engineers' possession, with some sections lifted. Eventually the existing DC pair will be used by the ELLX between Dalston Junction and Highbury & Islington, while the NLL service and freight will use the reinstated northern pair, using 25 kV AC OHLE. Between Highbury & Islington and Camden Road (exclusive) there will be 4 tracks, effectively a pair for the NLL passenger service and long up and down goods loops. Canonbury and Highbury & Islington will each have 4 platforms (2 for ELLX and 2 for NLL), while Caledonian Road will have 3 (the existing eastbound platform reinstated as an island). Peter What is going to be the fate of the GOBLin? considering all the work that they plan to do? Will that line, for example, be electrified? |
Class 378 in service
asdf wrote:
On Thu, 30 Jul 2009 10:39:37 +0100, Gavin Hamilton wrote: Was impressed by the quick door release on the 365 at Kings Cross - unlike the usual long wait on a London Midland 321 or 350. Surely this left you cowering in fear at how unsafe 365s are, compared to 321s/350s with their important and worthwhile safety features? No, the 365's left me feeling that dual standards are enforced for little or no reason, especially as I'm fed up with shoulder charging the mob attempting to join the train before the doors open just to get off. G |
Class 378 in service
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Class 378 in service
wrote What is going to be the fate of the GOBLin? considering all the work that they plan to do? Will that line, for example, be electrified? There are repeated rumours, but no announcement. Peter |
Class 378 in service
On Aug 1, 9:06*pm, Mike Bristow wrote:
In article , * * * * wrote: What is going to be the fate of the GOBLin? considering all the work that they plan to do? Will that line, for example, be electrified? There are no current plans to electrify the GOBLin. *A mistake, IMO. There are plans and they are costed, what is lacking is the agreement between TfL, DfT and Network Rail as to who pays for it. |
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