Stevebr

I think it's true that a Mk2 or Mk3 would have done better but the deceleration from 90 mph to 0mph in around 125 feet would have been > 2g average and 5g peak which would have thrown passengers around Mk2 and Mk3 vehicles would have been pretty awful as well. (Emergency braking is around 0.09g)

Great to see an update. More would be welcome

I have had some success with this:

Knysna may be gone but there is a new service steam hauled from Cape Town to Simonstown. 3 hours there 3 hours walk around and 3 hours back. First trip a couple if weeks ago.

RIP

I am due to spend 3 weeks in May in the Fort William general area so have been communicating and booking with a number of hotels/self catering establishments over the last couple of weeks. In virtually all cases they were aware that the Jacobite wouldn't run but none seemed to think it was that great an impact. It seems that nobody has cancelled their holiday as a result of the train not running. There also seems a major uptake in interest on the service trains which are nearing capacity. I suspect there is a negative impact on businesses in Mallaig though. I hope all the refunds do actually happen.

The media has been full of reports of the West Coast Franchise reverting to Operator of Last Resort. It might be of interest that the current contract recently appeared on the government web site recently at the publishing.service.gov.uk. Cue much reading of Chapter 9.4.1 (Events of Default and Termination Events)! west-coast-partnership-2023-national-rail-contract.pdf

Yes it’s Network Rail. I didn’t see any auto renewal clause in the contract. The contract was signed by Andy Saunders of NR and JS from WCRC

It’s too late for this season but the WCRC contract expires on the 31st of October 2024 after 4.5 years. It is probably time to open the route to tender so that next year can happen. Needless to say CDL should be specifically defined. Whether WCRC should be invited is another discussion.

It is all very sad that it reached this point. I have travelled on the train every few years since it began in 1984 , although I haven't been on it since pre-covid, and had intended to use it again this year when I am in the area on holiday in May but given the uncertainty and the cavalier attitude to H&S in recent times didn't book. I think that WCRC really need to consider their position regarding the rules. Either they want to play on the big railway or not.

25 year payback @ 3% pa 10 trains per hour out of Euston etc etc. Too much!

The journey times with only Phase 1 being completed have been a bit vague with claims (from the Department of Transport (DoT) and various Ministers) of 100 minutes from London to Manchester without any detail being available. I have run several simulations using the "Schiehallion" simulation software to simulate journeys from London to Birmingham, Manchester, Liverpool, and Glasgow as well as Birmingham to Manchester and Glasgow. In addition, the impact of potential speed increases on the existing West Coast Main Line above the existing 110 mph limit for non-tilt services are modelled. It will be seen from the table below that there are still significant improvements for services to Manchester and Liverpool as well as some improvements from London to Glasgow. The famous 100-minute schedule oft quoted by the DoT from London to Manchester is possible with limited stops as shown in Table 2, but the saving should not be compared with a current train stopping more frequently. There remain several key variables which may still influence these outcomes. One of the critical decisions revolves around Handsacre Junction where for the purposes of the simulation it has been assumed that the original proposal is implemented rather than the economy layout proposed when Phase 2a was accelerated (it seems a long time ago!). For those who would like to see more of the dull detail a pdf is attached. Table 1 Current and Projected Journey Times with Phase 1 Only Table 2 Limited Stop Schedule to Manchester with limited stops and EPS HS2 Journey TimesSJB_20240226_R02.pdf

Thank goodness

The photo says June 1968 so the same image I think

Slightly out of period but in the February issue of Backtrack there is a photo of a green class 37 D6936 alongside 2 class 29’s at Fort William shed. Not sure when the 37’s first arrived but obviously much earlier than I expected.

For the month of January generated only 486.3 kWhr but was away for 2 weeks (Game reserve adjacent to the Kruger Park and a family wedding in Simonstown in the Cape) so only fridges and security system drawing power during this period (150W or so). Peak days at home saw up to 37 kWhr and a peak of 8400W. Not a bad month.

How would a loco run round?

My first month has passed without issues but it is mid-summer here although lots more rain than normal. Generated power was 724kWhr with batteries at 100% by mid-morning or so. Best day was 36kWhr with a bit in hand and the worst (with rain etc) was 13 kWhr. Heating of water does need a bit of thought to prevent battery draw but I've fitted a Wi-Fi switch and thermostat so can now control it either manually or automatically based on solar availability or battery status, Peak generation was 8335W which is in line with the panel ratings.

A bit of a belated update due to the festive season. I installed a solar system in mid December consisting of 21 X 405W solar panels, a 16kW inverter and 2 X 10kWhr batteries. It is a fairly large system as we are in a the Lowveld area of South Africa and experience high (35C+) summer temperatures when we run 2 large ac units and pool pump. We also experience the effects of loadshedding of 2-6 hours per day due to power shortages, Our house is basically all electric except for the stove (not oven) which is bottled gas. To date the system has performed well with all power being generated by the panels (except for a 50W trickle from the mains). On the hot days (which have been considerably less that normal due to lots of rain) we have generated around 35-35kWhr per 24 hour period and 15-20kWhr during the overcast/wet days. The system is fully charged at the end of the afternoon and the batteries are typically 77-82% charged as the sun rises the next morning. There is no feedback to the power utility as yet. Will update as things go.

There is some really great information contained above. I'm still surprised that it is not more regulated. It seems that things like centralised door locking (cdl) can be mandated (correctly) but other topics such as brake testing or tree cutting are a bit difficult.😀 Found the following in my timetable rules book (North West!)

Since 1995? running brake tests have been required on all trains following a driver stop. Is there a Network standard detailing how soon after the stop, at what speed and how much deceleration is required? I have a copy of the RSSB document GERT8000-TW1 rule book but is is somewhat vague as follows: 4.6 Carrying out a running brake test You must test that the automatic brake is working properly by carrying out a running brake test. When you carry out a running brake test, you must do so from a speed that is high enough for you to be sure that: • the brake is operating effectively • the speed of the train is being reduced. Locomotive-hauled trains and HSTs You must carry out the running brake test at the first opportunity after beginning the journey. You must, if possible, also carry out a running brake test in good time before approaching: • the first stopping place • a crossing place on a single line • a steep falling gradient • a terminus or dead-end platform line. Multiple-unit trains When working multiple-unit trains you must carry out the running brake test as shown in your train operating company instructions.

The Railway Data site has good info on gradients https://www.railwaydata.co.uk/

The GWSR has published some great data on Mk1 electrics with some well thought through updates. https://gwsrcarriageandwagon.blogspot.com/2021/03/electrics-on-mk1-carriages-for-gwsr.html

Could the pulleys not be changed to give full charging at a lower speed. Also I suspect many problems with lighting come from poorly maintained batteries and Earth faults

It would be interesting to compare salary to the price of Triang TT coaches 😀