40044
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Posts posted by 40044
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Thing is it does not matter in this case if the train has a guard or is DOO. The passenger was at fault for trying to board the train while the doors were closing and the hustle alarm was sounding.
That is not a unique situation it happens all the time. There is not a guard or a driver who has not had a passenger trapping themselves in the door or just making it onto the train as the doors close. It happens to all of us several times a day. Passengers seem to think the door alarms mean run faster. You would not belive how many people there are that leave their brains outside the station. You cannot trust passengers, you think to yourself no one would be so stupid as to do something but they do. They risk their lives because they don't want to miss their train and end up half an hour late. But they won't turn up on time for the train in the first place.
They complain if the train is late but expect you to delay the train and every one on it because they can't be bothered to get to the station in time.
Oh I completely agree, but I can also see how events could be twisted by certain parties to aid the DOO cause.
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[cynic mode]Dangerous folk, these Merseyrail Guards. Best hurry up and make the system DOO....[/cynic mode]
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AIUI - Guard closes passenger doors and checks all appears ok. Guard then closes his local door (which don't have opening windows on 507/508 stock), and bells the train away.I agree that we don't know the facts and a union view point is usually biased. What I'm not clear on is exactly what happened after the woman tried to board. The trains in Merseyside may be different to the ones I am used to in Scotland, but is the door closing procedure not in two parts?
I'm fairly sure when watching trains depart at Haymarket that the guard closes all doors but the last whilst standing often half in and half out of the train. Once all doors but one are closed and the guard can see that all on the platform are standing clear of the train, the guard then boards the train via the only open door and signals the train to depart whilst doing so. If the train moved with the woman caught in the door then it only makes sense if the door that she tried to board was the one where the guard was standing having already given the driver the signal to proceed.
Unfortunately there are plenty of passengers with little common sense.
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I'm a bit lost with this.While 158s started to turn up from about the 14th Jan 1991 the final vehicles were not in service until New Year 1992 (the last centre car). The 158s took over from the 150's and the Liverpool to Newcastle service continued to be L/H for some/most of the year. There was the occaional pre-res red 47s, it depended what CD had working!
158s took over directly from 47s & LHCS on the Liverpool/Newcastle trains in January 1991 but I don't recall any LHCS substitutions on these trains afterwards and I was working at Lime St at the time. 150s had been working Scarborough/Holyhead trains etc from the late 1980s.
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RES was launched in October 1991. The Trans-Pennine trains went over to Class 158s in January 1991.
Therefore RES-liveried locos did not work these trains.
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Think it might reduce bio from Tyne in the short term but then it'll ramp up again when another unit at Drax is converted next year.
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It's to work the new Liverpool - Drax biomass trains between the docks and Tuebrook.
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Tags are still used to this day in some yards. Old habits die hard!That's interesting to see a description of the tags, thanks for that Simon.
I noticed today when looking on TOPS 2000 that all the wagons in the yard had a tag of 82R or 82C I think it was. Anyway it was 82 and a letter. I know tags are a carry over from speed link days and don't necessarily mean anything these days, but do these letters mean anything?
jo
2 numbers and a letter are normally for local tags which are extended back to other areas to ensure trains arrive pre-formed. 822 would be the generic Westbury Yard tag but if Westbury requested that traffic for, say, the cement works didn't arrive 'rough' then incoming trains would have a separate 82x section.
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Trying not to hi-jack Jims thread here... but are the HEA's unloaded at Mossend?
Yes, at the P. D. Stirling terminal.
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Another satisfied customer here. I bought a few packets of various wagon transfers the other week, they really are simplicity itself to apply. Excellent after sales service too! A couple of bespoke sets of transfers are already on order.
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was there more than one pair of those brakevan translators? or was the Allerton pair taken to Ellesmere Port for scrapping?
At least 2 pairs. One pair based at Birkenhead which were those taken to Ellesmere Port, and a pair based at Allerton for tripping the stock in from Hunts Cross.
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Still there in November 2009: https://flic.kr/p/bmwEjf
After taking the pic, I moved them to a siding where the scrap man could take them away for scrapping, and that was that.
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There was four derailed tank wagons on the Nuneaton-Hinckley line near to where it crosses Watling Street that were there for quite a long time twenty or so years ago. I understand that they have now been removed but does anyone know for how long they were there? I passed the site several times and was surprised that no effort was being made to remove them.
They are from a Toton to Stanlow depot fuel train which derailed either late 1995 or early 1996
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Service train, usually the teatime service as mentioned by blueeighties above.
I know there was a usual Liverpool-Newcastle service which fed into this, but can't remember the exact time.
The 06:12 Lime St - Newcastle used to be the best bet for an ex-works ScR 47, although the 16:05 ex Lime St was also used
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Are those former 'Tiphook' opens behind the GBRf 66 in the first Doncaster shot? They've been nicely fettled up, presumably for the Aggregate Industries contract.
Think they are former Freightliner MJAs, used in gypsum traffic from West Burton to Avonmouth.
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We had a number of them installed on the most heavily used roads at Arpley. I can only assume that they must have been designed by a member of the breakdown crew as some kind of ploy to keep them in overtime & callout payments. Not seen any in use for a long time now, thankfully.In the late 80's / early 90's there were some hand points that were called switchlocks. the stretcher bar was done away with and the actual switches operated with a bar that looked like the fletching on an arrow. A novel design that unlocked, moved then locked the switches in one movement. I'll try and find some pictures
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Been looking over that map all day nw, together with the pictures Ive got a good idea where I need to go now...
In Speakland road goods, what is it for... I mean what did they used to do in that building?
As far as I can tell its just a sidings with a building over the top of it... what was it like when you went inside was it just ballast and track or what and what were the others like?
Track inside the shed was mostly set in concrete. Last used in the early 1990s for wagon repairs, loading concrete troughing for Merseyrail resignalling, and the occasional ferryvan of potatoes off the train ferry.
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56083, Ashton-in-Makerfield, 3rd July 2002.
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its not until i've looked at the pictures in this thread that its dawned on me that 73s dont have any 'proper' lights, only the headcode panel and on later ones the added high intensity type!
Causes a fair bit of confusion these days when they go 'off region' with no tail lamp displayed, just the red blinds.
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Which wagons is this hauling please?
Foster Yeoman aluminium-bodied PHA/PXAs. They weren't a huge success and were scrapped after a few years in traffic.
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56028 & 56009, Llandudno, 11th August 1991.
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tta fuel tank on other block working - Now with related fueling point question!
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