Is it true that a HST with a power car missing or inoperative can't go into the Severn Tunnel in case it can't get back out?
A HST on one engine must have a clear run through the tunnel before being allowed in, that's about it really.
There are signals in the tunnel, I don't go down there but I think its in 3 sections.
I do believe though, that if all pumps failed at the same time, the tunnel would be flooded in less than five min I utes!
Never heard of it. The only restrictions I am aware of with the Severn Tunnel is that a passenger train and a freight with dangerous goods / a steam train can't be in it at the same time.
The only signals in the tunnel are repeaters for the signals at each end. The tunnel itself is just one section. Both lines through it are bi-directional also.
There are also red lights that are illuminated in the event of an emergency and if lit you are to stop.
Are the repeaters the standard type Banner Repeaters used elsewhere on the network?
Never heard of it. The only restrictions I am aware of with the Severn Tunnel is that a passenger train and a freight with dangerous goods / a steam train can't be in it at the same time.
I've worked several HST's on one power car through the tunnel.
The Sectional Appendix doesn't mention anything about restrictions involving steam trains, just freight trains carrying dangerous goods.
Are the repeaters the standard type Banner Repeaters used elsewhere on the network?
Isn't that the case with any tunnel, though?The steam train thing is something I was told, as the fumes cause everyone on the diesel train to panic as they think the train is on fire. I've been in a train that went through behind a chuff-chuff and it was "interesting"!
Extraordinary. I can (just) recall going through in steam days. A lot of coal, including all that Welsh steam coal for the rest of the Western Region loco depots, came through the tunnel, double-headed, commonly by a 2-8-0 assisted by one of the 2-6-2T tanks specially kept at Severn Tunnel Junction for the purpose. There would be a continuous parade of these in between quite frequent passenger services. Despite all the fans the tunnel atmosphere never cleared because of the intense service, all the regular passengers knew it and would slam the sliding ventilators shut as you entered. There was a most distinctive smell about the place.The steam train thing is something I was told, as the fumes cause everyone on the diesel train to panic as they think the train is on fire.
I suppose so, but the longer the tunnel the worse it is.Isn't that the case with any tunnel, though?
I'm surprised that it's now a single block section through there, as intermediate colour light signals were installed in there back in GWR days; must have been removed at some time.
Being on a double-header on the S&D going out of Bath through Combe Down tunnel, single track, 1 in 50 up, no ventilation, and very tight with the chimney blasting at the tunnel roof just inches above, was way worse back in the train, what it was like on the second loco doesn't bear thinking about. If you got a slip you might not be certain which way the train was going (the crew would put a stick out against the tunnel wall to test).
I always felt it unfortunate that when the second, most recent, road bridge was built, which closely parallels the rail tunnel, that advantage was not taken to build a combined rail/road bridge, and finish with this maintenance and operational liability.
I'm surprised that it's now a single block section through there, as intermediate colour light signals were installed in there back in GWR days; must have been removed at some time.
it was probably going to be slower than the tunnel, by the time the train driver stopped at the toll booth, got out his money, got his change and receipt, waited for the barrier to raise and pulled off again there was no speed advantage...I always felt it unfortunate that when the second, most recent, road bridge was built, which closely parallels the rail tunnel, that advantage was not taken to build a combined rail/road bridge, and finish with this maintenance and operational liability.
it was probably going to be slower than the tunnel, by the time the train driver stopped at the toll booth, got out his money, got his change and receipt, waited for the barrier to raise and pulled off again there was no speed advantage...