Install Steam
login
|
language
简体中文 (Simplified Chinese)
繁體中文 (Traditional Chinese)
日本語 (Japanese)
한국어 (Korean)
ไทย (Thai)
Български (Bulgarian)
Čeština (Czech)
Dansk (Danish)
Deutsch (German)
Español - España (Spanish - Spain)
Español - Latinoamérica (Spanish - Latin America)
Ελληνικά (Greek)
Français (French)
Italiano (Italian)
Bahasa Indonesia (Indonesian)
Magyar (Hungarian)
Nederlands (Dutch)
Norsk (Norwegian)
Polski (Polish)
Português (Portuguese - Portugal)
Português - Brasil (Portuguese - Brazil)
Română (Romanian)
Русский (Russian)
Suomi (Finnish)
Svenska (Swedish)
Türkçe (Turkish)
Tiếng Việt (Vietnamese)
Українська (Ukrainian)
Report a translation problem
Also, with regards to electrification: it was still regarded as experimental in the 1920s, and the limited electrification on the NER was the pet project of (I believe) the NER's Chief Mechanical Engineer. The gains weren't considered sufficient compared to the costs of electrification, and the LNER was very concerned with keeping costs down. It wasn't until the Woodhead electrification in the late 30s (finished post-war) that Gresley got support from the LNER Board to experiment with electrification again. Then, when BR took over, the Loco had been in storage for decades, poorly maintained, non-standard (being a prototype) and ultimately the EM2s on the Woodhead Line could match it for performance even if BR ended up adopting the LNER 15kv DC electric system over the 25kv AC system that was ultimately chosen.