David Burrows
Member
- Joined
- 1 Feb 2013
- Messages
- 116
Rhyme with -banger unless one was taking the p...s when it was pronounced very poshly with 'ar' version.
== Doublepost prevention - post automatically merged: ==
Re service levels, here is a copy of an item I wrote years ago for the 'Abandoned Tube Stations' website.
Prior to the electrification from Epping to Onger that line was effectively operated as a self contained branch line, with quite frequent service during morning and evening peaks, using three push-pull sets based at Epping. On leaving Epping, one set would be passed at North Weald, and on arrival at Ongar the incoming train would run via the loop to the country end of the station, passing the third set which would be waiting to depart from the London end of the platform. Once that one had left, the incoming set would move to the London end and the performance was repeated. It was thus one of the most intensively used single track 'branch lines'.
== Doublepost prevention - post automatically merged: ==
Re service levels, here is a copy of an item I wrote years ago for the 'Abandoned Tube Stations' website.
"The use of the line declined immediately it was electrified, presumably so that London Transport no longer had to pay the Eastern Region to provide engines, stock and crews which enabled Epping engine shed to be closed. The wonderful new electric service started on a cold, foggy November day in 1957, when the passengers, formerly used to a delightfully warm (steam-heated) train, which being a push-pull set had the engine attached and providing heat all day, found that the replacement underground train had absolutely abysmal heating, made worse by the fact that the train stood for some time at the end of each journey with ALL the doors open. Not only that but the minimal heat produced between stations promptly left as soon as all the doors opened at each stop. Winter was not the best time to introduce such 'improvements'. The riding of the electric trains was very poor when compared to the steam-worked stock, the motion being akin to a small boat in a storm, bouncing up and down and from side to side. There was much adverse comment in the local newspaper 'Express & Independent' at the time.
"Since the line was electrified 'on the cheap' only single units could be used as there was insufficient electricity available beyond Epping to run 8 car (two unit) trains through to London. There were allegedly sometimes even problems when two trains passing at North Weald tried to set off simultaneously, each attempting to draw maximum power. At such times accelerations was less than rapid! Thus all passengers had to transfer at Epping via the footbridge for London trains, and with car ownership increasing at that time, many former passengers chose to drive to Epping to catch trains to London.
"There was also the London Transport operated 339 bus route, every 30 mins for most of the day between Epping station and Ongar via North Weald village (and passing Ongar station), although this took rather longer than the train. Alternate journeys continued to Warley, passing Brentwood station with its electrified regular suburban service to London. With this bus service being operated by LT there was obviously not a great incentive for them to encourage use of the train service.
"The decline in train passengers was used as an excuse to remove the passing loop at North Weald as an economy measure, thus only one train could shuttle between Epping and Ongar, giving a maximum service of every 40-48 minutes even in the peak periods, approximately half that which previously operated. This led to even more people using alternative transport as, unless they managed to catch the right train from London to connect, they could have a long wait at Epping for a cold train forward. It was soon time for the service to be reduced to peak hours only, with LT claiming that at other times there was the 339 bus! There was a brief period when trains were restored between the peaks but by then enough passengers had found alternative transport so it did not last long."
"Since the line was electrified 'on the cheap' only single units could be used as there was insufficient electricity available beyond Epping to run 8 car (two unit) trains through to London. There were allegedly sometimes even problems when two trains passing at North Weald tried to set off simultaneously, each attempting to draw maximum power. At such times accelerations was less than rapid! Thus all passengers had to transfer at Epping via the footbridge for London trains, and with car ownership increasing at that time, many former passengers chose to drive to Epping to catch trains to London.
"There was also the London Transport operated 339 bus route, every 30 mins for most of the day between Epping station and Ongar via North Weald village (and passing Ongar station), although this took rather longer than the train. Alternate journeys continued to Warley, passing Brentwood station with its electrified regular suburban service to London. With this bus service being operated by LT there was obviously not a great incentive for them to encourage use of the train service.
"The decline in train passengers was used as an excuse to remove the passing loop at North Weald as an economy measure, thus only one train could shuttle between Epping and Ongar, giving a maximum service of every 40-48 minutes even in the peak periods, approximately half that which previously operated. This led to even more people using alternative transport as, unless they managed to catch the right train from London to connect, they could have a long wait at Epping for a cold train forward. It was soon time for the service to be reduced to peak hours only, with LT claiming that at other times there was the 339 bus! There was a brief period when trains were restored between the peaks but by then enough passengers had found alternative transport so it did not last long."
Prior to the electrification from Epping to Onger that line was effectively operated as a self contained branch line, with quite frequent service during morning and evening peaks, using three push-pull sets based at Epping. On leaving Epping, one set would be passed at North Weald, and on arrival at Ongar the incoming train would run via the loop to the country end of the station, passing the third set which would be waiting to depart from the London end of the platform. Once that one had left, the incoming set would move to the London end and the performance was repeated. It was thus one of the most intensively used single track 'branch lines'.
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