I've never really seen the point of DVTs...Wouldn't it have made more sense just to stick another 91 on the south end? It'd give the train a lot more power and speed for only a little extra weight!
Myth 3xx+0: Railcard discounts are available on all tickets types at all times.
Myth 3xx+1: Toilets still should not be flushed in stations. (Only applies to HSTs and railtours now.)
Myth 3xx+2: AToC know what they're doing.
Myth whatever number. It is your companys policy to allow passengers to sit in 1st class free of charge if there is no seats in Standard accom. (this was quoted to me by a passenger because there was no seats)
.. A 170+150 tied up. Down to 75mph right away. Ive only ever had a 170 and a sprinter (156) tied up once. Nightmare to work. Interesting as its a rare combination up here.
I believe the original plan was for the 225s to be built as APT-Us in the beginning (With one power car and no tilt) as a cost-cutting measure...With the 91s eventually taken off for use with Mk. IIIs/IVs, two APT power cars being arranged mid formation, and tilting suspension being retrofitted to effectively turn them into APT-Ps.
hock::roll:ad:What limitation of Jacobs bogies? As far as my understanding goes, articulated bogies are superior to conventional ones in every way (Less weight, less track damage, less resistance, higher speeds etc.) save for the fact that a Jacob'd rake can't be divided and rearranged without the assistance of a crane!
Haha not they are not you were just lucky!
Where I used to work I often used to have people ask me for the time of the next Virgin service to their destination. Even when I explained that the next train was not Virgin but would still get them there quicker as it was the first to depart and that the train could not be overtaken, many still requested for information on the Virgin service as that was the one they wanted to use, regardless of the fact they would reach their destination later.
Theres roughly half the number of wheels bouncing off the inside edge of the rails as well though. Im also led to believe that an articulated bogie centrally hung beneath two carriage ends behaves differently, and acts more kindly on the rail, on curves than a traditional bogie located at each carriage end. The maximum axle weight of a TGV of 17 tonnes (Even on the Duplex trains and the non-articulated power cars) also compares favourably to any high speed passenger loco, and the axle weights of the articulated carriages is probably lower than a comparable EMU with distributed power throughout the train.
After a couple of years experience with the APT-P trains, the idea of having centrally located power cars was dropped due to the operational inconvenience of having two half-trains with the necessity to have duplicate train crews in each half, with no connection between the two. The Intercity 225 was a compromise between the APT-S and APT-U: Jopsuk has posted the planned formations of some of these trains: In 1973 whilst the absolutely beastly APT-T train formations were being specified for two power cars and twelve or fourteen trailers, there was also a largely ignored “APT-Lite”, with a single central power car rated for 125mph and eleven trailers. The redeveloped 1981 proposal for this moved the power car to one end of the train, basically becoming the class 91 loco, with a DVT at the other end of the train sandwiching nine articulated trailers, which was the APT-S. APT-U called for an electric power car at each end of the train, with ten non-articulated carriages inbetween (Power draw problems mentioned by others put paid to that, as well as lack of funding and perceived passenger demand).I believe the original plan was for the 225s to be built as APT-Us in the beginning (With one power car and no tilt) as a cost-cutting measure...With the 91s eventually taken off for use with Mk. IIIs/IVs, two APT power cars being arranged mid formation, and tilting suspension being retrofitted to effectively turn them into APT-Ps.
With no realistic possibility of the ECML being upgraded to 140mph running during the 225s' lifetime, why bother installing tilt, which would be an added cost to install and maintain? At 125mph maximum, the best it would do would be to shave a few minutes off times between Darlington and Edinburgh where the route is most sinuous, but the East Coast services are already restricted by slower passenger and freight trains on this section of the route.Granted, I'm happy to accept the loss of a power car after Virgin proved that >125mph running wasn't possible without in-cab signalling (Plus the impracticalities of having the power cars in the centre of the train, no matter how cool it might look)...But I still feel let down by GNER and later holders of the EC franchise by the fact that the tilting suspension still hasn't been fitted to the 225s over twenty long years after they were first built!
If that means dishing out insults, making sweeping judgements against people, and spreading libel, then yes, you're probably right (thank goodness!).
