woodhouse122
Member
- Joined
- 9 Aug 2011
- Messages
- 206
There are 6 dual voltage 710/2s that have 5 cars specifically for the NLL and WLL, so no. Unit Numbers 710274-279.Sorry if this has been mentioned already (not had time to read the 72 pages) but is the 710s' replacement of the 378s the first time a London suburban radial service has been shortened (5 20m cars to 4 20m cars) with new stock in recent times?
The Watford DC lines have been shortened from 5 to 4 cars, so yes.
But also boosted in frequency.
Although I can see a need in the future to increase those 710s up to 5 coaches for Watford DC services to cope with extra growth
Eventually. As pointed out it isn’t that clear cut, but the answer to the original question, at face value, is yes. It was not a question of frequency or capacity, but purely train length.
But the Euston - Watford route shares the fleet with the Goblin route - which would need a lot of work and creative solutions to be suitable for 5 coach trains!
They don't all need to be converted to 5-car. There are already planned to be a mix of 4-car and 5-car 710s, so there is no reason why the number of 5-cars couldn't be increased in future if necessary.
But the Euston - Watford route shares the fleet with the Goblin route - which would need a lot of work and creative solutions to be suitable for 5 coach trains!
The power supply on the DC was/is fairly rotten hence 3tph 378 to 4tph 710 only sees a net increase of 2 coaches in service (but with a mixed service at the moment so +4 coaches (and the 710 are more energy efficient somewhat helped by being ~6.2tonnes /vehicle lighter). The DNO feeder replacement has come via HS2 which allow the opportunity for substation upgrades in the future.But also boosted in frequency.
Although I can see a need in the future to increase those 710s up to 5 coaches for Watford DC services to cope with extra growth
However did this happen? The service from the 1920s to the 1960s was way beyond what it currently is, with big heavyweight 6-car (some 7-car) trains every few minutes at peak times, plus the Underground running in between all the way to Watford. DC Power demand nowadays must be a fraction of what it was.The power supply on the DC was/is fairly rotten hence 3tph 378 to 4tph 710 only sees a net increase of 2 coaches in service.
However did this happen? The service from the 1920s to the 1960s was way beyond what it currently is, with big heavyweight 6-car (some 7-car) trains every few minutes at peak times, plus the Underground running in between all the way to Watford. DC Power demand nowadays must be a fraction of what it was.
I'm informed by a driver they will be in service from 11ish on Monday
I note that there are some unusual platform allocations shown in RTT at Enfield Town on Monday - the 1122 to Liverpool Street starts from platform 3 - does a cycle of Chingford / Cheshunt and ends platform 3 at Chingford at 1515. Maybe that is it - seems consistent
2U37 1122 Enfield Town to London Liverpool Street
2T48 1203 London Liverpool Street to Chingford
2T61 1240 Chingford to London Liverpool Street
2D34 1315 London Liverpool Street to Cheshunt
2D33 1401 Cheshunt to London Liverpool Street
2T70 1448 London Liverpool Street to Chingford
Could someone clarify if the full diagram starts tomorrow or if it's just the specific ones mentioned aboveAre the timings in the above two post confined to be 710 timings to start from tomorrow?
Aside from the fact that 315s and 317s can and do use platform 3, including booked WTT workings that run most weekdays.
Fully aware of what you're hinting at for tomorrow, but platform workings (etc.) aren't the be all and end all of what is and isn't a 710, which as the insinuation.
26th November 2019, incidentally, and I alighted from a pair of 317s on platform 3. I'm sure there's other dates, but I'll leave my case there.
Agreement may be it doesn't happen, but it can and does whenever there's disruption.