Ncarter2

Got a brand new EWS Hornby 67 for £75 from them. Great shop.

Traction wise I believe I will be doing class 20s which I’ve done in the past with Drs (funnily enough I found my certificate last week) and the class 59 but of course I will most likely lose the likes of class 56, 67 and 70 over time, and of course my beloved NMT will be no more, but at least I get to keep 60s Jim, with the news of GBRf buying 56’s are you hoping to keep them now?

Ideally you are correct, however the railway is not exactly ideal and there are several locations I know that exist today in which the concretes are only 4 sleepers away from the tips and the end of the tied cross timbers. Also the sleepers either side of joints, again standard says one thing, reality is another.

If the CWR is stressed but the S&C is not you will find it’s protected by a adjustment switch, however as above if it’s welded and a stressable layout then no and it doesn’t matter if the S&C is timber with concrete either side.

Timbers S&C with concrete plain line is still fairly common on the British network. More so now than previously since NWR split its plain line and S&C renewals into separate contracts. My section at Eastleigh has six layouts on the mainlines that are timber with concrete plain line. I would say you can safely model it that way without being pulled up for not being prototypical. Obviously I’m not on the GW route but Wessex.

Strail is still used new, it’s the crossing of choice on Wessex. Light weight compared to some others, holdfast being one I was familiar with on the west coast mainline some years back. Personally the stail system is more robust.

Maybe, but I’d not be surprised if there was others with the 59 pushing or pulling. Can confirm the 89 also hauled one

There is one where a 59 is hauling it’s own load and pushing a HST. Fantastic machines are those 59’s.

Class 91’s have, I don’t know about 87’s or 86’s but a work colleague had said he remembers a 90 on one but I couldn’t say.

Il be tempted by the EW&S version. Hopefully someone will produce a mainline one too!

Dave, assume it only affects the APT? I paid my 92 deposit to you via PayPal some time back.

Slightly more heavy duty, my section has several locations in which we have ballast glued.

Hi Dave, With all the excitement about the APT I was just wondering if there was any updates as per your last post?

Was out on this today from Basingstoke to Salisbury.

There is some on going track work at Worgret Jn, the team down there are working hard to fix. There was/ still is worry it may not be completed with an ever increasing work load on the main lines. As I say, I hope it continues, but I am also aware there is concern that if all the works can not be completed then the service may end up being cut back. Fingers crossed not.

I hope it happens but having inside information I suspect it’s not 100% guaranteed.

Was done to allow the signal head to be seen from The required distance negating the need to reroute the troughing and keeping a good distance from the ballast shoulder.

We need to modernise and advance, but we need to be more controlled in how we do so. The waste is criminal, look at the west coast upgrade, the fantastic new auto transformer system that was then not so, miles of cable installed to be pulled down and scrapped. Controls on contract firms, a certain Italian rail installed by a now defunct renewal contract frim, lasted a couple of years before being replaced for quality rail at NR expense. We should prove technology before we go for mass install.

Too true, no win all round. Taking nothing away from the platform staff etc, it would be good for a TV show about front line Network Rail, a no holes barred version, not like the last one. I for one take my hat off to the staff who have to deal with the general public daily. At least we can retreat to the safety of the trackside.

NR messes up with Phase 2A, it then decimated itself with 2B/C. The amount of experience and knowledge lost is shocking and saddening. Training is lacking, key courses and skills are no longer taught, training being condensed down to save money, it’s criminal and reckless.

Gents, While I appreciate everyone has the right to their own opinions, I feel, as an employee of Network Fail as you term it, that your being a little harsh to many women and men who work extremely hard in what can be very difficult conditions. Now I get it’s not likely aimed towards us front line staff, but if that’s the case maybe a little more specific rather then generalisation. Food for thought, the infrastructure we own is predominantly Victorian, has received small investment here and there, the TOC’s and FOC’s are running more trains now than ever limiting the access we have to actually upgrade and maintain, we are demanding more and more from a already worn asset that was at capacity many years ago.

I very nearly stopped off to get Maritime One at the weekend. Very glad I didn’t given this fantastic news. Now to decide on what to do about the fleet amassed to date. Likely most will now be sold on, but those limited edition LT ones are definitely staying.

Only electric two days out of seven. Other 5 days it’s a Diesel. It might be the fact that Red Funnel is a better service and easier for most to get to in Southampton. Even in the summer holidays the lymington trains are sparsely populated, Ive done return trips with just me the drive and guard. Steam won’t happen, it’s not viable. The branch isn’t signalled for anything other than one train, As it’s part of the franchise, I don’t see SWR opting to introduce steam anytime soon.

Il be getting one too, would be good to get a grey 47 to go with it.

Now there is a thought, steam on the branch. Reality is SWT made best of what it had, replaced the Wessex and slam doors with Desiro units and made do with the London commuter units. It was a better option for them to rebuild the Gat Ex units, re traction the 455’s and take ex Southerm 456 units as opposed to ordering new units to replace them with, instead ordering a small fleet to supplement its operation. SWR specified new trains as part of it franchise bid, big browny points. Don’t forget they are bringing back the Wessex units for the Pompy directs. Interestingly neither SWT nor SWR planned to replace the 159/158 units, instead opting for full refurbishment. I agree it’s a waste of money but it’s the leasing company who ultimately take the hit if alternative work can not be found, when you consider the investment in the 458 and 455 fleet, I’d say something of a bitter pill. Sadly that’s the world we are in, too many feel everything has to be new, when in reality why not remanufacture if viable? Scotland taking HST’s GWR retaining some DRS using 20/37’s Freightliner with the 86’s In my opinion too many assets are being replaced when there is life left, but it’s my opinion. The company’s have a business view and that is too make money while providing the best service possible.