Search results

The network north of Edinburgh seperately needs modernisation and huge investment. There is still loads of semaphore signalling in use - and lots of low-speed track layouts at many stations that could do with simplifying and improving. The highland main line has long stretches of single track...

That's why good acceleration and braking are important. A Class 801 is around 53 seconds quicker from rest to 4 miles than a Class 91. And at the four mile mark the 91 is only doing 96mph, while the 801 is already doing 122mph. So by the time the 91 reaches 125mph it is even further behind...

Why not? They go down very well on LNWR services to Crewe and Liverpool at more reasonable prices than Avanti.

The 1h37 time included spells of 130 /131 mph running - but was a pretty clear run with only a single reported TSR. The London to Edinburgh record run of September 1991 passed thru York (without stopping) in 1h32min 52sec

Looks like around three Norwich to Cambridge round trips are possible on diesel before the units head off to Crown Point - that seems to be a range of 300-400miles! If Scotrail can electrify between Stirling and Perth, then hopefully a 755/4 could do two return trips up the HML between Perth and...

1h37min - Class 91 - 9th September 1991

755/4's could run at SP limits - but what is their range? I understand they need frequent refuelling on Norwich diagrams @dk1 ?

They are very reliable according to Modern Railways (Miles per Technical INcident) MTIN figures. This is the average amount of miles per unit between faults that cause a delay f more than 3 minutes. Currently the 222's run around 60,000 miles between these faults whereas the Scotrail HST fleet...

Any replacement stock has to fit in with potential electrification plans. It has been stated that there are plans to electrify Edinburgh/ Glasgow to Aberdeen and Inverness at some point. So a fleet of bi-mode trains would seem to fit the job. Current proven designs for the UK are the \Hitachi...

If GA mk 3's had been refurbished to LNER standards, then they may have been missed. Class 90's performed terribly in the wet, slipping and losing time. The 745's are superior for passengers - more seats - better performance. 1685187944 Will it stay in diagram for the 13.00 ex Norwich? Or will...

Looks like a pair of 755/4's on the 08.00 ex Norwich on the 'stopping' diagram and booked for 10.30 back. That's going to be cosy.

745's are not really suitable for Stansted services - too few doors and too few luggage racks. The 745/1 is the best version as there are no tables to get in the way of luggage if you sit in the bays nearest the inter-vehicle gangway and furthest away from luggage racks.

Yes, that was the plan. I remember the days when a 3-car 170 ran under the wires - packed to the rafters!! That was a waste

they are running on electric under the wires - which is a plus. And if anything goes wrong with the power supply - they do have ample diesel power to keep going. I'm not sure the power packs are that heavy though - they are indeed quite light considering a 755/4 4-engined power pack delivers as...

I can confirm this happens regularly - but not due to the reasons above. Usually the issue is that there are 2.5 mins of spare time to dissipate between Shenfield and Stratford plus there is usually a train ahead booked only 3 min ahead with a Stratford stop.

Yes. But with working times calculated to the nearest half minute..the 5% allowance - where it exists - is not accurately applied to each section. Here's an example - Stratford to Shenfield - csn be achieved in 12.5 min by a Class 321. Add 5% = 3 seconds per minute run time = 37.5 seconds. So a...

The fastest recorded times in the RPS archives suggest that working timetable net sectional running times are slower than what is achievable given a clear flat-out run - which gives drivers a time buffer to help them stay close to their schedule when railhead conditions are poorer. Of course in...

On top of what was mentioned, additional time for speed restrictions due to future or ongoing maintenance are added in to the timetable as 'engineering' allowances. And where a faster train is likely to catch up a slower train and be slowed down, or where a train might have to wait at a...

Is a short overlap at Stafford platform 1 a factor behind the route being set immediately out for 1A82?

Is it my imagination or is only the WCML whose fast lines shut sometime after 10pm on weekdays - meaning all express trains end up routed on the slow lines extending journey times? On all the other main lines - GWML, ECML, GEML, MML, i'm sure both the Slow and fast lines remain open until the...