Up until the early 90s at least it was classified as outer-suburban, with a mix of CIGs and VEPs.
In fairness it largely went back to outer suburban stock (Desiros and Junipers) under SWT. The race to the bottom has really been under WorstGroup control, starting with removing first class.
Not really - 455s were originally introduced on Reading services from some sort of passenger safety angle. It can't be by accident that the Reading line was meant to be where 458s went - the aim being perhaps to get less disruption / fewer delays from slam door stock. However, the fact remains that the Reading services are very attractive at Richmond / Twickenham and less so further out and never could be because of the track capacity.
I don't know what could ever be done to achieve that, possibly put the Virginia water curve back in.
Why wouldn’t 444s be used on either service? The Waterloo - Southampton semi-fast will still operate in the opposite half hour to the Waterloo to Portsmouth via Eastleigh, and that service also uses both 444s and 450s all day as well. ISTM that there’s no real need to change the stock used at all.
That was the claim at the time, but quite how moving the guard from an accessible location in the middle of the train to being locked behind a door at the end of the train is supposed to improve passenger security I cannot fathom.
The 701s have high-back seats and toilets.
I suggest you read back several posts to understand the context.
You will note the proposal in the timetable consultation for all Reading services to call at Vauxhall. Yet another slowing down of the service. They might just as well make it all stops.
DOO will not claw much back at all. Seconds if that. Experienced guards will be no slower than drivers operating. Having trains which have quick doors and fast acceleration will claw the time back. I.e. a 707 on a Reading would perform better than a 455/450.
When I first moved to the area in the early 90s there was an hourly off peak service which called at Clapham Junction, Richmond, Ascot then all stations.
I remember those days. They used to leave some suburban stops to local services more back then. Like the stoppers up the main not calling at Earlsfield or Vauxhall for example.
Before that, in 1977 there were half hourly fasts which ran fast Waterloo - Feltham - Staines - Ascot, then alternately all stations to Reading or Guildford (via Aldershot). With stoppers that were caught up, and offered cross platform interchange at Ascot with the following fast train. No concerns about stepping over the live rail in those days. The up fasts tended to be routed via Hounslow, but disappeared in the early 1980s.
Remember also that Longcross is also now a stop on everything except late evening services.
Some remaining 450 work on the Windsor Lines has always been part of the plan from what I understand. Suburban routes will see a mix of Metro and Commercial Guards so it shouldn't pose any paticular issue.
Well they could consider adding Putney, Whitton and Ashford...
Covered up thread - a 458 has 20 metre vehicles, a 444 has 23 metre vehicles - 12 x 20 = 240, 10 x 23 = 230 which fills the platforms. A pair of 5-car 458s would only be 200m long.
Actually 204m long because the end coaches are 21m.
The 458s are restricted to 75mph with the additional trailer due to potential traction equipment overheating issues.
I though they were regeared because Reading didn’t require 100mph units?
No. For the reason stated. This was covered in Modern Railways by Ian Walmsley, who ran the project.
Both, actually. The duty cycle doesn’t need more than 75mph and the stop-start nature of their workings (which in part dictates that 75mph is sufficient) meant that leaving them as 100mph geared could have resulted in over hearing. By gearing for 75, the motors spin faster at any given track speed, which draws more air into the motor keeping them cool.
They are being re geared to 100mph again when the additional trailer is removed.
Yes, I know they are.
Congratulations, not everyone did, does or reads whole threads. Purely added for clarification/additional information.
