>< various snipped out >
>
>I don't know what the current limit relays were set at on 501s but
>being 4 motors per unit would be likely to draw more than a two motor
>2EPB.
>
>Published ''spotting book'' values of a 2EPB are 2x250 hp and 501
>4x185 hp so that makes a 501 in round figures 50%% more powerful than a
>2EPB - but I'd caution those numbers with similar comments I have made
>before about DC EMU in that the current limit relay setting needs to
>be known to understand peak current draw.
>
>As regards another part of the thread, I thought 2x313 operation was
>killed by platform length limits. 501 units were on 57 foot frames
>and platforms that could take 6cars laid out for that length - but
>could not take standard 6car sliding door trains with 20 m bodies.
>
>And I can't see why a 6car 313 would draw siginficantly more power
>than a 6car 501 to trip traction supplies. Again using ''spotting
>book'' values, without current limit values, a 313 has 8x82 kW motors
>that in round figures is 880 hp per unit - while a 501 is 740 hp.
>
>I would have expected the LNWR DC supply to have been a bit more
>robust than that as the overall load increase taking all traffic is
>not 20%% from a simple 313 and 501 comparison - but is Bakerloo+501
>c.f. Bakerloo+313 with the Bakerloo load unchanged.
>
>Must admit never thought about this aspect before, I might be wrong,
>its not a route thats easy to obtain gen on the traction supplies.
>