Ncarter2

Evening Jonathan, I would be very interested to hear your thoughts on why you think that, if you wouldn’t mind sharing them of?

To be fair, it’s not a badly managed line. The track quality that is quoted as being poor is unfair. The ride quality is poor, that is due to the lack of stability given by the shingle. It does make for a fun ride, especially on the longer sections between stations, but the suspension on the 483’s also had a part to play. Sleeper condition was generally fair, the team that maintains it do a great job, they are proactive and keep on top. There has been a lot of works done. It is wrong to compare it to mainline track, it does not see the use or tonnages. It has its areas of concern like any other place on the mainland, but its controlled and maintained. It’s slowly being modernised, the tunnel has good lubrication devices installed, the S&C is being maintained and weld repaired as necessary. It’s fair to say the pier is very much in need of works, but that is being addressed. I will try and dig out some of the photos I took. What I will say, for an asset as old as it is, with equipment as old as it is, it puts some locations on the mainland to shame.

The TSSA email was an interesting read! Numerous accusations, some aimed directly at Andrew Haines. As a company, there are lots of challenges to deal with, and ultimately there will have to be change. While it is true passenger numbers are down, by considerable figures, there is an increase showing. It will most likely be a very long time until we see pre-Covid numbers, but then again, you never know what might happen in the next 12 months. Freight has taken advantage of the situation, longer freights have been running and timed better to boot. With all the billions that the government has put in, I feel it’s totally understandable that things need to be reviewed. As has been said the Unions are doing what their members expect, fighting their corners. Maybe the tactics are questionable some times, maybe not. Facts and figures will almost always be stretched/exaggerated, that just how it is. Risk based maintenance is nothing new, it’s been used successfully for many years, and while there are occasions where this has been pushed too far, with disastrous consequences, it is a perfectly safe and justified approach. My background is P-Way, so I cannot comment on S&T, E&P etc. What I will say is, track construction varies massively across routes, regions and nationally. The inspection regime alone is dictated by this, annual tonnage, track CAT’s etc. The standard is a base line, a minimum requirement to stay operational, it doesn’t mean that is what you have to work to. A section manager may have concerns of a particular area, the standard may well stipulate the said section needs a BVI once every two week, yet the manager decides to do it weekly. That said, a plain line section of track, whose history is well understood and documented, is constructed of flat bottom, fully welded and stressed CWR on good concrete sleepers, with good condition ballast doesn’t need inspections every couple of weeks. A rigorous and robust assessment can be made to push the frequency out, safely, with no increased risk. The misconception of this is it means job losses, well I disagree, it allows better focus and utilisation of staff on the sections that are in need of maintenance. The oRR has given NR a legal obligation to remove open line working by July 22, since the tragic incident at Surbition several weeks back, Andrew Haines has brought that forward to July 21, my route in pushing for most by the end of April 21. That means most work and a lot of inspections being moved to nights and possessions. As long as trains still run, there will still be a minimum standard to achieve. For P-Way, I don’t think anyone is going to increase the risk to the asset by relaxing standards unnecessarily, the hoops required to jump through and amount of agreement from SM through to the Prof head would prevent it. No one would put their name to something knowing from bitter past experiences what the consequences can be. The recent changes made to the company, the PPF program, has allowed creation of structures that mean engineers are responsible for the engineering decisions and not the bean counters. I know from current experience within my route that we will not compromise safety of the line, the SM’s and TME’s have full support in that.

Looking good that one Jerry!

Great video, shows how wide some gaps need to be to achieve SFT 27. I always like a stressing job, especially through S&C. Looks like the sleepers are the SHC fastening type, quickly being eliminated form the mainlines. It’s not uncommon for them to be replaced over a timber site.

The only real down side to 120ft jointed over 60ft jointed is the JCT’s can be affected and the gaps at the jointed ends are more critical in being correct as there is less room for expansion. We have a few locations, and some at 90ft, but most jointed is the standard 60ft. I am aware of one site with 120ft jointed being cut to make it 60ft jointed.

You can. There are considerations, principally the fastening type, but it is possible. There are three sites I converted on Wessex from jointed to CWR. Cut the bolt holes off, installed a closure rail and welded it up, last weld was used as the stress weld. On one location we used the flash butt welder. Adjustment switches, which I assume you mean by expansion joints, are not required in CWR unless at the transition between CWR and Jointed, to protect un-strengthened S&C or at some structures. I discussed with my S&T and E&P colleagues when planning the work, but never had any issues. In regards to the IOW, my main concern would be track stability, the ballast, and I use the term loosely, is not ideal for stressed track, it’s mostly shingle and very fluid. The one location of welded track, approaching Lake, is ballasted with proper stone, though the section is more akin to LWR as opposed to CWR. Having conducted an asset assessment on the line last year, CWR does not justify itself on the line. From a maintenance point, it would be a hindrance to it, the jointed system is more that suitable.

Mad panic to get one of the more popular ones maybe? I was considering, but with 2 freightliner I decided I didn’t need a third. That said, I have something planned for one of my 502’s.

Down to the last one now!

It’s built by Schweerbau. NR took it on a 2 year lease in 2018, so it’s due to end at the end of this year. It was brought in to replace the HGV based version in use, pending delivery of the 2x machines being supplied by Linsinger. There is a possibility of the lease being extended, depending on volume and requirements. Should that happen, and depending and the length of extension, there may be discussions around fitting the relevant systems to allow it to transit without being loco hauled. It’s able to mill up to 5mm in a single pass. The Linsinger will be two units able to operate separately, but the intent is to operate as a duplex unit. A single Lingsiner unit can only cut 2.5mm per pass, hence operating as a duplex. Both are fantastic machines and well worth the investment.

The Miller is leased from abroad and does not have all the relevant systems installed for operation in traffic over here. It can only be used in possession, but must be transported by loco’s when out of a possession. The new Miller’s, manufactured by Lingsinger, are built specific for the UK and transit about the network like Tampers/Stoneblowers and Grinders. There will be two by November, currently we only have one in use. Very different machines and working characteristics, but the principles are the same and they are fantastic bits of kit. Colas are the operators for the new NR machines.

Colin, On the eBay main site, select help, then manage my account. From there you should be able to find a article that explains how to change your country etc.

In addition to the Barbie set, I’d like to see a Merlin pair.

Some great work their Ben, too modern for me mind, but it suits them.

Keeping up international relations! For all its known faults, I do like the Hattons 66’s.

Took delivery of my first pre-owned 66’s, 66502. Was listed as glue marks in the roof but other than that no issues. The marks on the roof rubbed off with no residue left, the model is mint and runs fantastic. This one is destined to be renumbered in the near future. It takes my Hattons 66 fleet total to 21 now and I’m still undecided on the Royal Scotsman version.

Poor maintenance, could you clarify what you are alluding to regarding this for Eastleigh? I suspect you may not be in full receipt of all the facts regarding the recent derailment.

Very interesting read, thoroughly enjoyed it. Having read the article in the link I have to disagree with some of the comments regarding the track being at fault and what the 26m is actually being used for.

As controversial as this may sound I for one am not bothered either way. Having worked on track for more years than I like to admit, I don’t find the yellow makes great difference until it’s closer than you may want. I do agree that the headlights coming on stream are a vast improvement, I also agree that some are too bright, DB 66’s spring to mind!! I have been on the P-way all my career, I’m not a desk jockey, I’m on the coal face as it is. Not only do I work with trains running day to day, I regularly do so as a IWA. I have been lucky to work on LNE, LNW and the Southern. I was on the LNW when the West Coast started its upgrade. Once this was complete and the loco hauled stock replaced with units, Virgin introduced the VHF timetable. Access dramatically changed, so did our way of thinking and working. We often worked at night on the Trent Valley section with two lines open. The size of the yellow on some loco’s or units sometimes didn’t seem worth while. Many of my colleagues have a similar opinion. We all have our own thoughts and opinions, I don’t disagree with those who think yellow ends should still be used, it’s their opinion and valid points from their perspective. The above is mine and not intended to be of any offence.

It will be interesting to see what speed they achieve around Weedon, even with tilt the Pendo’s can’t do 125.

Just seen both GBRf 50’s in Eastleigh works, it suits them very well. They also had a GBRf 47 for company, I like the lack of yellow on the cab side. Will try and get a photo before the day is out.

Having seen several white and the odd green unit at Eastleigh I was pleasantly surprised when two sets passed me approaching Shawford. The lead unit being white but the second in full LNER livery. Actually suits them well.

Still available? Could collect Wednesday or Thursday evening.

Agreed, and you will probably find that is why the 66’s, 67’s, 70’s down at Millbrook and in Eastleigh yard are switched off regularly, let’s not forget the DB 66’s are fitted with stop/start tech to prevent excess idle. Regarding the 59’s, the engines and tech is a lot older, I think some may forget this, they have been here since the mid 80’s and the engines had been around some time, mid 60’s I believe the series was first introduced. The 59/0’s and 59/1’s don’t seem to get shut down while I’m the yards at Eastleigh, Botley or Fareham, although following a derailment not too long back, I think 59004, it was shut down. The DB 59/2’s that have been in don’t seem to get turned off either.

Excellent service, ordered two final TEA’s to make my Blue and Grey rakes 8 wagons each. Delivered within 36hrs over the Xmas period.