richardw1970

14 hours ago, Market65 said:

Good evening, everyone. This evening we have another four photo’s to enjoy. They are thanks to John Turner, Lewis Bevan, and 6Y99, all on Flickr.

 

The first photo’ shows The National Railway Museum's preserved Stanier, LMS built (Crewe, 1935) class 5 4-6-0 No 5000, as it accelerates along Selby Street, Hull with train 1Z72, the 09:20 Hull to Chester (via Normanton) steam special - 14th May, 1983.

 

 

Next we have a photo’ of BR Darlington built (1958) 350hp 0-6-0DE shunter D3675, still sporting green livery, reflects the early morning winter sunshine as it shunts Esso oil tank wagons at King George Dock / Saltend, Hull, whilst working No 99 pilot duties in c1969.

 

 

The third photo’ is a view of Class 08, 08253, at Hull Botanic Gardens depot on the 21st October, 1984.

 

 

Finally, we have a photo’ of DB Cargo's 66160 powering along the Hull Mainline at around the trains maximum speed of 60mph. As can be seen the train consists of 21 FCA wagons with 20ft Gypsum boxes loaded on to the platform. The train is 6D55, the 1032 Milford West Sidings - Hull Coal Terminal, on the 16th March, 2017.

 

Best regards,

 

Rob.

The footbridge on Selby Street in the background has now been removed, presumably during last weekends blockade at Hull.

That's the sort of thing I have in mind and pretty much matches my thinking, even has the right number of tracks😀 I like the addition of the short fixed piece, hadn't considered that.

I am starting on my first, quite small, O gauge layout and currently working on the design and am pondering the fiddle yard which also acts as the station throat.

My initial thoughts were for a cassette based system as I don't want to be handling the stock more than necessary but wonder if that's a bit of a pain for shunting etc when the cassettes would constantly need moving from one track to another which made me consider a sector plate but space constraints mean it would be a single track so the stock would then need handling regularly again.

To this end has anyone any experience/design of a sector plate that utilises cassettes on it so that you get the easy swinging between visible layout tracks and the benefit of minimal handling of the stock off scene?

Thanks

15 hours ago, big jim said:

had to pass over marshbrook crossing under local control before reaching another worksite which I had to pass through, 7 miles long at 5mph, soul destroying! 

That sounds even worse than Newcastle-Leeds at 35mph with 4x142's that needed tyre turning!

16 hours ago, HeatonLodge40 said:

Yes I have been told about locos with tail lights on 100’s of times.

Unfortunately I had to borrow around 10 locos and didn’t have time to program the CV’s to switch them off. 
There was only 2 of us operating on Friday (and only 4 of us set it all up) as I was let down by a couple of people, but Saturday was great fun! Really enjoyed the 56’s running alongside each other. 
Thanks for the compliments and for coming! 

Thanks, could see how busy you all were so didn't ask in person on the day!

A magnificent layout, despite following it on here I really wasn't prepared for the size! Really does look like the real thing even though I only drive over it with the modern rationalised layout.

One very minor bit of constructive criticism was that loco's pulling a train do not have the tail lights on but a few did yesterday, there should never be any red lights apart from at the very rear of the train. With the fantastic attention to detail on everything else this minor change would complete the picture.

43 minutes ago, CovDriver said:

We use a system that's operated through Abelio that provide most TOC's with taxis and it's a vast improvement from what it was like. 

I can recall one journey from Coventry to Northampton and the taxi driver was almost at the end of a 16hour shift. 

He couldn't keep his eyes open so I told him to to take a break at Watford Gap services whilst I got a replacement taxi. 

 

That beats the one I was going to mention, Taxi from Newcastle to York at Midnight, driver said he was about to go home after a 12 hour shift but couldn't turn down a York when it was offered!

22 hours ago, bradfordbuffer said:

Let's be fair now covid seen off ⅓ of punters rail service not so bad in the North some new longer stock and its not that bad....the fault is every one wants to travel at same time....I shudder to think how trai s going to be over the next 2 weekends for Xmas shopping to the big centers like Leeds and Manchester....

Train  travel is expensive but so is fuel and parking for your car...I'm alright jack got my staff travel passes ...used twice since march 2020! What a waste....out and about next year

It has been horrendous on weekends in/out of Leeds, York & Manchester with shoppers and drinkers for at least the last 3 weekends let alone next weekend!

Platform 1 has been prohibited to all traffic for at least the 13 years I've been working in and out of Hull but there have been rumours recently that it is going to be revived.

12 hours ago, newbryford said:

 

I guess they're too new to suffer the same fate as the 195s that have been grounded due to broken/cracked yaw damper mounts.

But they probably still have the same harsh ride!

I have no recollection of the area in the time period modelled as I lived in Suffolk then but it is all instantly recognisable to this present day driver over the route from Leeds to Brighouse. Superb!

I hope there will be animated Golems 'working' the winch/hoist mechanism?

3 hours ago, DY444 said:

 

Yes I did indeed read that and I took it literally.  They are reporting fuel shortages when fuel isn't short.  If you'd said they are shutting down due to fuel shortages when fuel isn't short then I probably wouldn't have posted it.

 

In other words I assumed it was the equivalent of my car reporting low fuel.  It doesn't just stop running until there actually is no fuel.

This is a catch 22 situation though, if the unit reports low fuel and GA left it in traffic until it shut down it would block the line somewhere and cause huge delays so they avoid that risk by taking it out of traffic to fuel it causing cancellations. Neither situation is good but I'd rather be cancelled than stranded in the middle of nowhere. Hopefully this will all settle down as the teething troubles are resolved and the units can stick to their booked diagrams, also experience will be gained as to the actual mileage that can safely be achieved between fuelling which may give GA control more confidence to keep sets in traffic if the set reports low fuel? In my own experience I have had Pacers/Sprinters run out of fuel due to disruption taking them off booked diagrams and control loosing track of mileage since last fuelled, no low fuel alarms on those!

Interesting seeing the recent photo's of 745's all seem to show running with rear pantograph in use, the Hitachi units passing through York always seem to use the leading pantograph.

I know at one time it was thought best to use the rear in the hope that if anything damaged the rear one the front one would have passed the problem area undamaged. The reasoning I was given up here for the opposite was that it is better to use the front one so the driver gets earlier warning of any overhead damage.

I can see logic in both methods, just seems a little inconsistent for two modern trains to take the opposite approach to it.

1 hour ago, russ p said:

Since privatisation differential speeds have been a mess .

Very true, when Transpenine got their new 185's they were too heavy to run at SP speeds so are slower on some routes than the 158's they replaced.

36 minutes ago, Classsix T said:

Everyday is a school day. It's never occurred to me that sand might be used as an aid to speed retardation, I'd always assumed it's sole purpose was as an adhesion aid to acceleration, specifically in wet rail head conditions.

A lot of us drivers are reluctant to use sand for acceleration to keep it in reserve for stopping as we have no way to tell how much sand is left on a lot of units. Some modern units actually inhibit traction sanding once the sand level drops to a certain point.

32 minutes ago, Christopher125 said:

That would surprise me - it isn't the first driven axle on the 387s mentioned in the article and I can think of many other classes where that isn't the case, in one direction or both.

I don't know, my comment was based on diesel units where all except the two I mentioned have been sanded on 3rd axle which is the first powered one on them. I have no first hand knowledge of electric units and their powered wheel/sanding arrangements so cannot comment on them with any authority as we don't get much electrickery oop north. I should have been clearer on my original comment, sorry.

37 minutes ago, Christopher125 said:

This Rail Engineer article appears to suggest sanding the third axle is standard (if not required?) practice, presumably so sand doesn't interfere with the front bogie triggering track circuits.

I suspect this is mainly due to that being the first driven axle on many units, the exceptions in my experience are the 14x and 153 which do sand the leading axle due to the limited number of axles available.

5 hours ago, uax6 said:

I'm interested to see who will foot the bill for any modifications to the infrastructure for these trains. I believe it should be GA, as it is not a network change by NR, as other trains run ok.

Sadly I guess it will be the taxpayer in the long run though....

 

Andy G

I would think it will almost certainly be the Taxpayer either way as it will either come out of Network Rails budget or out of the Public Subsidy of GA rural services.

Roger thanks for that I will email Steve, sounds interesting.

 

Giles - yes I thought they might be what Gordon Gravett refers to in his book as silver birch ‘bracts’. I’ve looked under silver birches but couldn’t find what he’s referring to.! Wrong time of year possibly

I think under silver birches is the wrong place to look, they scatter far and wide, the only place around here that they're easily seen is in the loft!

Not a public service but there is a booked Leeds-Heaton(Newcastle) ECS move for 142's on Sunday evenings of about 110 miles which on a good day can be non-stop from Leeds-Newcastle but usually has pathing stops at York and Darlington.

I like the GER 0-6-0T button on the new website preview!

There is at least one booked working for 142(or144) + 150 on the Harrogate line each week day. 1629 Leeds to York and 1805 return. The mention of the morning 158 working is most likely there to maintain Harrogate Crews traction knowledge on them.

Cracking work Paul, a lovely model of a very unglamorous prototype!

Local news... BBC Look North has reported trains will be routed via Gainsborough Freight line to Knottingley before reversal to Doncaster but drivers will require training on the route, whilst Selby Swing bridge is repaired.

 

Couldn't Selby Swingbridge be craned out and replaced in a weekend with a newer bridge which is dual track as surely this would also improve the amount of traffic flow through the station, freight and passenger?

Selby swingbridge is dual track anyway so no gain in capacity by replacing it and as most traffic over it takes the Leeds route and/or stops at Selby a higher linespeed over the bridge would make very little difference either.