anthony263
Established Member
Perhaps this is one of the days that we'll see high ridership on the Emerates Airline?
Boris will like that
Perhaps this is one of the days that we'll see high ridership on the Emerates Airline?
Heads up if you're planning on going to see the mock up at the ExCeL, there's planned strike action on the DLR on that day, 29th January.
Poster up at King's Cross today saying which days you can visit the station for a preview. Didn't note dates though, but think it's one day in February and one in March.
They're not. See upthread: the full-size mock-up will be at the one-off exhibition at the ExCEL. The roadshow visiting various stations will probably just have the small model.Be interested as to where they're going to put a life size two carriage model at Cambridge!
Can anybody please explain why 319s were built with emergency end doors for central section tunnels yet 700s do not have these?
700s are fixed formation trains of 8 and 12 cars in length, I don't think there is any plan to operate 16 or 24 length trains through Thameslink hence why they aren't really needed
Yes I thought that might be the case for the 700s, however my question was more of a general one.
I know some drivers aren't keen due to poor visibility. Other than that if the train is never planned to work in multiple then I guess it is one more complexity (and therefore extra cost?)
376 work in multiple and have no connecting door
As a general question on that point - what is the thinking behind not providing interconnecting doors?
Is there a substantial cost saving? Does it improve the driver's view?
I've just always thought it odd that even new trains are not always provided with these doors which have an obvious advantage to the passenger, and to guards/ticket inspectors too.
Not to mention the driver on a DOO service when the passenger alarm gets pulled. (I've seen the driver have to get out and walk along the trackbed to reset an alarm, Presumably this needs clearance from the signaller and obviously takes a lot longer than walking down inside the train (Assuming it isn't rammed))
Yes but where they planned to work in Multiple from the beginning? That is what I am getting at really. Otherwise I too am surprised they didn't go for a 375 or 377. Do the 376's run DOO as that is sometimes the other reason, some drivers demand better visibility for DOO operation for safety reasons.
Look at that one guys, it might be interesting
The Thameslink line is a 225 km long distance in England, which leads through London from Bedford to Brighton. Currently, the Company period Capital Connect is responsible for the operation of equipped with two power systems route. In order to increase the fleet of vehicles on the one hand, or to refurbish as well, we chose Siemens to supply eight-and twelve-part sets in dual mode (25kV ~ / = 750V) version. This based on the Desiro platform and up to 160km / h fast vehicles are manufactured in the factory Krefeld and will begin commercial operation in 2016. After the production of the Erstexemplare has already begun, those are associated acceptance tests in full swing. This resulted in two members of a twelve-part railcar in the Vienna climatic wind tunnel of RailTec Arsenal. Ironically, did not reach the two DUTs your destination on the rail, but were delivered with the argument of a "cost savings" calculated by lorry. Our document images show the vehicles after exiting the unloading in the outdoor area of the RTA:
I think that looks really good, not at all ugly IMO, unlike what other people have said about them.
Hmm. Not so sure about that. Still, I hate(d) the 380s too.
But a train is a train and it's the reliability and comfort inside that matters.