alistairlees
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Can you dig the photo out? Would be good to see that one. Peaks on the Southern were super rare.
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Motive power in Wessex area in the 1980s
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R
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Unfortunately, EMUs with a 27 way control jumper were not compatible with DEMUs with DEMU jumpers, so they were not able to run in multiple.
Yes it was quite simple to alter the jumper and the connections over a few days or hours to allow some sort of compatibility between 'Thumpers' and EMUs, such as a 'Tadpole' or 1111 unit, as the refurbished unit with ability to connect to EMUs for a through service to London, with a 27way jumper rather than a 'Thumper' jumper.
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Yes, the tadpole units must have needed some work as the traileer was from an EPB. Nothing too expensive though.
I thought 3 CEP's were most commonly used on that line back in the day.
3-CEPs (and 3-CIGs) were only used on the Brockenhurst branch at the very end of the slam-door era, from around 2003 to 2010.
as an aside
if you look at a picture off the early 73s "JA" 73001-6 they have an extra jumper socket that was a thumper socket for coupling to demus on the secondmans side
randyrippley
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Dunno how true it is, but this section of the Wikipedia article on the class 73 fleet in interesting
https://en.wikipedia.org/wiki/British_Rail_Class_73#Multiple_working
Basically it says that two of of the 27-way wires on the DEMU fleet were crosswired, resulting in the direction of movement being reversed
by crosswired you mean diagonal then yes but only as far as the low level blue star jumper are concerned as high level jumpers are only jumper one loco or unit facing a socket the other side so cant go wrong
with the low level you only have the sockets with a jumper and extension air hoses in the engine room
if you crossed the jumper diagonally things like locos go different ways and compressors work continuously but would never get anywhere sf f/f kicks in [faults and failures]
Alas, that sounds a bit technical for me. Sad I never got to travel on one though.
randyrippley
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I think you misunderstand.
What I take from that wiki article is that on the DEMUs two of the wires in the high level jumpers were incorrectly transposed internally making them run in the reverse direction compared with the settings on the EMU fleet.
No idea if its true...
I think I’ve heard that that would happen as well.
As they are not physically compatible, it won't matter.
EPB EMU emu stock have three indicator lights:
- Green = Electro Pneumatic brake
- Red = Line
- Yellow = Motor Generator [providing 90-110volts ]
You also have the red light which illuminates if the engine is not running; you then crank the engine until it starts and the red light goes out.
The yellow light goes out because the mechanical engine oil pump takes over.
You also have engine start and stop buttons and many other differences which prevent an easy coupling. However permanent coupling like to a "Tadpole" unit would be easy enough as you are making things do one job, not more than one in different modes.
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I do seem to remember (perhaps, not 100% sure) that one of the Saturday Waterloo-Salisbury diagrams around 1983 - possibly summer only - was formed of 2x3H; the other being a 33+TC.
Mon-Fri I more definitely remember that of the two diagrams, one was 33+TC and the other was 33+MkI stock. There might have been a third (33+TC) diagram too but given Waterloo-Salisbury and return could be done in well under 4hrs and the Salisbury terminators were two-hourly, alternating with Exeters (50+MkII at that time) I doubt it did anything off-peak; this third diagram was probably peak only.
Definitely remember on the Network Day in June 1986 the shuttle unit was a 4VEP. There was also a through London working in the 1980s on summer Saturdays only (10:00 off Waterloo, 8VEP IIRC) which would run in the path of one of the shuttles, the shuttle unit sitting at Brockenhurst while the through train was down the branch. I *think* the shuttle was only hourly at that time, but not 100% on that. Also ISTR on Sundays it extended back to start from Eastleigh - the "93" weekday slow from Waterloo-Bournemouth being covered on Sundays by as many as four services: a Waterloo-Basingstoke stopper; the Reading-Portsmouth making the Micheldever and Shawford calls; Eastleigh-Lymington; and the Waterloo-Bournemouth "92" covering all stations beyond Brockenhurst.
In the 1990s the shuttle was a "normal" 4VEP 7 days a week, then may have become a regular CIG around 2000, before the dedicated three-car units came in later.
PG
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Looking at a map
https://osmaps.ordnancesurvey.co.uk/route/3647843/Sustrans-Bath-to-Bournemouth
(zoom in at the Bath end and you can see where the S&D crossed over the GWR about 300 yards west of Oldfield Park Railway Station immediately adjacent to Bellotts Road) it doesn't appear impossible to have made a connection to/from Bath Spa though some redevelopment may well have been required.
As the climb out of Bath and the tunnel were notorious, that wouldn't have made much sense, and the GW sration wasn't and isn't a suitable terminus point.
I believe Midford to the GW at Limpley Stoke (using the "Titfield Thunderbolt" branch) was suggested, but TBH using the GW into Bristol would have been more useful in some ways, though that was just as steeply graded as the S and D and buses had taken most of its passenger traffic.
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