Ron Ron Ron

Because (like the analogue version) the digital version of this system is using Bluetooth for comms with the wireless handset, it can only accommodate two handsets. To add any additional handsets, you need to purchase a Consort expansion module for each pair of additional handsets, at another £195 per Consort module. Most DCC systems that have, or can add, wireless handsets, use WiFi rather than Bluetooth, so no such extra modules are required when adding extra wireless handsets. The Bachmann Kinesis system doesn’t require any such add-on modules when adding additional “Edge” wireless handsets either. With an r.r.p. of £399.95 it’s not only cheaper, but comes bundled with their RailController computer control software package, plus a free app to allow the use of a smartphone, or tablet ( iPad etc,) as additional loco and track control (mimic) controllers. .

Yes, it’s definitely the TBM previously named Dorothy. The names are really just a bit of PR fluff. Maybe giving it a new name serves some new local PR purpose?

As Jamie says, at Burton Green they are building the tunnel below what was the base of the pre-existing disused cutting. The overall, narrow width of land available, would almost certainly meant very expensive and difficult measures would have been needed to simply dig out the cutting to a much lower level. Hence the top down construction technique. The tunnel structure at Copthall, will be covered with a deep layer of, goodness knows how many gazillions of tons of earth infill. No doubt why it looks like a massive fortification. The Chipping Warden tunnel looks to be at a relatively shallow depth in comparison to Copthall. Is Greatworth similar in construction method? I’ve no idea about Wendover. .

The north portal at South Heath, taken 2 months ago. .

Incredible to think that Florence has only 920 metres to go. Progress will invariably slow down as they get closer to the north portal at South Heath. Over the last couple of hundred metres (prior to breaking through), the ground has been reinforced and stabilised with piling and the installation of deep set concrete Barrettes. The TBM's will be "steered" through this channel to the portal face. This aerial view (pinched from elsewhere), shows the approximation position of Florence (red circle - bottom right), relative to north portal (note: the photo is now way out of date). .

Click on the link above for the photos. .

I totally agree. I'm reading elsewhere, that following Lewisham and other incidents, NR were told in a report (...it might be from the ORR ?) that human factors and human behaviour had not been adequately factored into any emergency, or contingency planning. I think this extends all the way back in history, through BR and beyond. Without adequate information, and proactive people management, passengers are going to do what they think necessary in such situations, whether through calculation (flawed or not), belligerence, or in a panic. Most passengers don't know about all the potential dangers involved if leaving a train unsupervised, nor would they understand about OHLE or 3rd Rail. Why should they? They're not required to undertake emergency training before being allowed to travel. Speaking as a lay-person, I am sure there are lots of procedures and processes in place to deal with incidents like this, but clearly there are serious shortcomings that may serve to demonstrate that those procedures are either inadequate, or fundamentally flawed, when it comes to the aspect of dealing with stranded passengers. Blaming it on the availability of resources doesn't absolve any apparent fundamental failing. I would hope this incident should serve to highlight another gaping hole in railway safety culture, but as nobody died (thankfully), I do wonder to what extent and depth the "inquiry" will go. . .

That's a point stressed by many railway people commenting on "another forum". The lack of toilets is a complete red herring in this episode. Power operated toilets are disabled in the load shedding. .

I didn't suggest they had any part in specifying the Lumo units. However I assume that DafT have the final say in what operators are allowed to run on the network. Clearly, the impetus behind the IET spec. wasn't translated into a strategic network requirement for all new trains. That was the point of my comment. .

Of course, GWR's IET fleet is all Bi-Mode, but the original DafT specification for the IET's (under the Intercity Express Programme a.k.a. the IEP), also required all-electric IET units should have an emergency gen-set. (all-electric only ordered for LNER under that programme) This was for the very purpose of providing both emergency hotel power and a last mile, or limp mode, for use in the event of losing overhead electrical power, or an AC powertrain breakdown. The main rational was a form of protection, or resilience for the network and protection of passengers. Time moved on and many years later, the same DafT have raised no objections to Lumo ordering their IET's (803's) without any such diesel power back-up, relying on a battery back-up instead. Note this is on the same mainline that LNER run their all-electric 801's. I'm not sure, but I think the Avanti 807's are similarly without an emergency diesel gen-set. So, at one time, the DafT had a forward thinking policy, to increase network resilience, in the event of an electric train being immobilised. Then the bright idea is forgotten and new electric units of many various types have been authorised, without that requirement being applied. Is there any long term strategic thinking with that lot? (Don't bother answering, we know the answer...) . .

IIRC, quite a number of the headspans and old masts between Heathrow Junction and Paddington, were replaced with more robust, series 1 type masts and portals, during the upgrade work, in preparation for the introduction of the Elizabeth Line. This was done at the same time as the electrification work, west of Heathrow Junction, with series 1 OHLE. Unfortunately, they didn’t replace all of it, although there was supposed to have been a programme to upgrade the original wires, to make it more robust and resilient, in preparation for intensive use with the changeover to a mostly electric line ( 345’s, IET’s and 387’s) A few of the places where you can see the newer OHLE arrangements, are west of Hayes & Harlington, where major changes were made to the track layout, to accommodate the new, 2nd Airport Junction flyover, around the Acton dive under and between Acton Main Line station and the western end of Old Oak Common. There are also a lot of new gantries and masts from the eastern end of OOC to Paddington, where a lot of new track work was introduced for the EL and the turn back sidings. .

Aah ! Does that explain the “Flash” you see sometimes ? .

By all accounts, an absolutely shocking reaction and emergency response from NR. Packed trains left standing in the cold and dark with no power (batteries drained), with no information given to the train crew and passengers. Anecdotal accounts from stranded passengers, say that when NR and other personnel were evident on the tracks, nobody approached the stranded trains to inform the passengers of the situation. They were just ignored and left there, literally in the dark, for hours. Eventually passengers started forcing open doors so they could relieve themselves (no toilets on the EL 345's and no power to operate the toilets on the HEX 387's and GWR IET). before starting de-training en-masse. Note; this wasn't somewhere remote or out in the wilds, but a few minutes outside of Paddington, near Acton. Apparently, there are also big questions to be asked about TfL closing down most of the service in the central core, east of Paddington LL, despite the Westbourne Grove turn back sidings being designed to turn trains around, when the GWML was closed or had problems. Unconfirmed reports say the OHLE involved was one of the older headspans, left in place when the GW electrification programme took place. The pre-existing OHLE between Paddington and Airport Junction, was partly replaced and upgraded, but for whatever reason, the intended wholesale replacement didn't happen. There's a lot of other stuff being discussed about cost cutting on this section's electrical systems. Good job most GWR services were not running because of the strike. .

Another video from SIMONC, formerly Mr B0tt0m. Copthall Tunnel. One of the cut and cover "green tunnels" on Phase 1. Located at the eastern end of the Colne Valley Viaduct and about a mile or less from the West Ruislip portal of the Northolt Tunnel, the most westerly of the HS2 London Tunnels. You don't start to see what's happening, until about 0.40 mins into the video. At 1.00 mins, you can observe the depth of the cutting into the hillside. You can see that a huge amount of earth will be required to fill in the cutting and cover the tunnel structure, in restoring the profile of the hillside. As the camera circles the area, at 1.50 mins, observe that earth is already being backfilled and compacted along the sides of the concrete box structure. The first short section has also been buried. Also at 1.50 mins, the Launching Girder being used to construct the viaduct, briefly comes into sight in the distance, at the top righthand corner of the screen. Blink and you'll miss it. At 2.20 mins, you can see the final touches being put to the new deviation of Harvil Road, with the old road (with traffic on to) next to it. At 2.35 mins, on the viaduct side (west side) of Harvil Rd. there's a very clear view of the new embankment being formed at the end of the viaduct. Once this section of the old Harvil Rd has been closed, that earthworks will extend right up to the portal of the tunnel, which is under the new road section. At 2.45 mins, you can see the final viaduct piers under construction. .

I've read on another forum, that these 2 TBM's have been stopped for maintenance and therefore out of action, after reaching the South Ruislip ventilation shaft. Apparently, they are about to set off again in the next few days, continuing towards their final destination at Greenford. They will be stopped again, over the Christmas holiday period, as will all the others. . .

A glimpse of the the launching girder, having already completed 3 more spans of the Colne Valley Viaduct, since crossing Moorhall Road last month. Now about to start on the next one. .

Again, over a year old....

A more up-to-date aerial view from a year ago…. .

OK, so it clips off a corner of the storage area. Regardless, was there any point in burying the new line in a so called “green tunnel”, at enormous expense, rather than a cutting with noise mitigating landscaping, to reduce any impact on the nearby village? It would be interesting to find out the cost of this particular section of work. I suspect it’s in the hundreds of millions, rather than many tens of millions. .

Only part of the old airfield is used for car storage. The “Green tunnel” is being built outside of that area.

Here's something not mentioned much anywhere... The 163 metre long Highfurlong Brook Viaduct, near the village of Aston le Walls, Northants, is taking shape, with the installation of the concrete beams, that will form the spans. The location is just to the NW of the Chipping Warden "green tunnel". The expensive and pointless tunnel being built under the vague remains of a disused WW2 airfield, in the middle of nowhere. https://www.newcivilengineer.com/latest/first-hs2-viaduct-deck-beam-installation-completed-in-northamptonshire-05-12-2023/ .

Isn't she an Icelandic singer ? .

This amateur video is a bit rough, but it provides a glance of the work going on a Burton Green. .

What? A strategic reserve of useless Civil Servants ????? 😧😧 .

Here you go...... The first TBM lowered into the shaft has been named after Emily Sophia Taylor who lived between 1872 and 1956. Emily was a midwife who provided services for women who could not afford maternity care. She helped establish the Perivale Maternity Hospital in 1937 before becoming Ealing’s first female mayor in 1938. The second TBM’s namesake is Lady Anne Byron, an educational reformer and philanthropist who lived between 1792 and 1860. She established the Ealing Grove School in 1834 – England’s first co-operative school which provided education for the working classes, in an era when it was mainly for the wealthy. Edit: Jamie got there first. .