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brushman47544

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  1. So it’s Waddle-marsh because of the ducks…? It’s nice to see the little touches coming from Penhayle Bay. Looking forward to the next one.
  2. Despite having had every HST power car for haulage, I have always viewed the HSTs as unwelcome DMU replacements of loco hauled trains, notwithstanding how good they actually are. So I would never make a special trip to travel on one, but a loco is another thing entirely.
  3. J10537 is 47207 Bulmers of Hereford. The position of its number is the giveaway.
  4. C20594 - the nearer loco is an ex-Scotrail 47/7. Taking into account names and front No1 ends, possibles are 704/714/716
  5. In a terminal with dead end sidings, the electric loco can run round outside and the reverse the containers into the handling area, dropping off if necessary to create space between loco and train. But isn’t Felixstowe different and is a circuit so the loco hauls it’s train throughout?
  6. What has a temporary solution for works at Gatwick got to do with diversions away from Dorking? Re-routing Mis-Sussex services via Dorking would leave paths at Gatwick for other South Coast services to run. So what if East Croydon lost one or two fast trains per hour. There are plenty anyway and we’re talking off peak.
  7. Undoubtedly for the major part, diesel operations will be the mainstay of freight by rail, not least because it will be uneconomic to electrify much of the rail network both here and abroad. For me it is the use of diesels for long distances under the wires that needs to be avoided as much as possible and in that respect infrastructure charges should be adjusted as necessary so as not to favour diesel haulage. If the Government was really serious it would allow Network Rail to price accordingly. I cannot imagine other countries in Europe with most main lines being electrified allowing operators to switch from electrics to diesels. We need a continuous long-term electrification programme and pricing incentives to encourage operators to buy new electric locos and keep diesels for unelectrified lines. The trouble is I can't see it happening while the age profile of those in government is so high. If more younger MPs with longer term interests were elected and appointed to ministerial posts there might at least be a better acceptance of the need for action.
  8. Thinking slightly outside the box no longer seems to have a place in timetable planning. A reasonable solution would have been to divert one or two of the Vic - Bognor/Ports Hbr/Soton services per hour via Sutton and Dorking, taking the path and stopping at the stations of the Dorking/Horsham semi-fasts, thereby maintaining direct services. Changing crews at Horsham would in principle avoid the need for lots of route learning too.
  9. In the end I pre-ordered from the Book Depository as they have no problems shipping to the EU.
  10. On an iPhone the home button has to be on the right when holding it horizontally.
  11. It's made the national press: https://www.msn.com/en-gb/news/uknews/rail-freight-operators-forced-to-dump-electric-trains-for-diesel-due-to-britain-s-energy-crisis/ar-AAPsID8?ocid=entnewsntp
  12. What's going on David? You have identified the Class 47 we can't see, but not the one we can :-)
  13. I don't disagree with what you are saying. My point is simply that an environment perspective, it is not good news that rail freight companies are eschewing electric traction in favour of diesels and presentationally - with COP26 next month and the Government's (supposed) climate agenda - more isn't being done long term to make such traction changes an unfavourable option from a cost perspective.
  14. I've read that Freightliner are to reinstate several stored Class 66s and store some Class 90s at the same time, supposedly due to electricity costs. In view of the UK's wider climate agenda, how can it be economically beneficial to run diesels under the wires where an electric loco would normally be used? Surely there's something wrong with the track access model if that is the case? Shouldn't the electricity cost of using electric locos be at least fully offset by higher access charges for using diesel locos under the wires? Of course we need to be encouraging greater use of rail for carrying goods, but if the cost of road haulage goes up to pay higher HGV drivers wages due to the current shortage, which it seems may take years to fix, then rail is already gaining an advantage and has the opportunity at the same time to boost its environmental credentials if the use of electric traction is maximised.
  15. The early Sybics released from Le Havre services have been transferred south to replace 7200 and 22200 on Bordeaux-Marseille-Nice services until they too are eventually replaced by EMUs. Perhaps they’re all part of the same general pool for TET/Corail services.
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