Bob Buckler
Member
- Joined
- 12 Feb 2018
- Messages
- 16
Is the picture "Wellingborough, approaching from the north" really Wellingborough?
I didn't think electric trains were running yet!
I didn't think electric trains were running yet!
Just thought I ask as the first bridge to the immediate north of Bedford doesn't look like it has the clearances for OHL but the next one in the distance does.
Does this mean you no longer have to shut off power if you get to 15mph while leaving the station, while part of the train is still in the platform?
The Bromham road bridge you speak of is the one built probably close to 100 years ago or more. Its currently being replaced. Sometimes the road is closed, but right now its one way traffic. As I understand it some wiring and underground pipes are being re-routed before they remove the road bridge completely. The replacement will be of a kind that allows OHLE to go underneath it. I believe this to be the last bridge on the new unwired section be to be replaced. I assume there was no hurry since the connection of live wires will be done right about at that point and that will be the last thing to do. I'm going over it tonight on the way home from work, but from what I have seen so far the verges to the east have been manipulated for a slightly wider road to accommodate a cycle lane on each side (if that lobby was successful). Cyclists currently going up the hill on either side hold back traffic because its not wide enough for bi directional traffic and cyclists and quite a lot of cyclists use it. It would be stupid not to put a cycle lane basically.
When you’re heading North you can open up a Meridian from a standing start in P2 and it (shouldnt) exceed any speed limits until you’re up near Syston before the 120 starts.
Do you know if this is an example of Network Rail and operators talking to each other so that line speeds match acceleration, or is it just a fluke?
Do you know if this is an example of Network Rail and operators talking to each other so that line speeds match acceleration, or is it just a fluke?
Wonderful -thank youHad a quick look at the substation that was delivered today (to Wymington). Looks very similar to the others installed on the line recently. I hope to be able to get some pictures this week to share with the forum.
It was delivered in two sections on two separate lorries.Out of curiosity, is the substation shown in the above photos delivered as one complete unit or is it delivered as several modules that are then fixed together on site?
The Bromham road bridge you speak of is the one built probably close to 100 years ago or more. Its currently being replaced. ...
The new Ouse Bridge came into use on 30 July 1893 and the curve lines followed on 7 October 1894.Would it have been built in c 1856 with the construction of the Leicester and Hitchen, and modified later, when they built the fast avoiding lines. Not sure when that was exactly, perhaps around 1876?
That's interesting. The new fast lines bridge was closed on 30 September 1894 for the week before the FLs were opened. I wonder if this was one of those cases where the bridge for the future fast lines as built and at first the slow lines were diverted across it, thus leaving the slow lines bridge clear for rebuilding. When that was finished the slow lines could be moved back to their proper alignment and the fast lines could be completed and brought into use. I'm a little surprised by the red brick on the fast lines side. I wonder if the start of the 1890s was just about the period when the Midland was moving over to engineers' blue brick for new construction.The fast line arch and west side abutment is red brick. But the slow line arch and the entire parapet is blue brick, as is the centre pier as far as I can tell from a quick image search. So I wonder if the original tracks were where the fasts now are, and the rest of the bridge was part of the diversion in 1893-94.
Thanks.It was delivered in two sections on two separate lorries.
I assume you're referring to Bromham Road (I was) although your use of "across" suggests you may be thinking of an underbridge.That's interesting. The new fast lines bridge was closed on 30 September 1894 for the week before the FLs were opened. I wonder if this was one of those cases where the bridge for the future fast lines as built and at first the slow lines were diverted across it, thus leaving the slow lines bridge clear for rebuilding. When that was finished the slow lines could be moved back to their proper alignment and the fast lines could be completed and brought into use. I'm a little surprised by the red brick on the fast lines side. I wonder if the start of the 1890s was just about the period when the Midland was moving over to engineers' blue brick for new construction.
The new Ouse Bridge came into use on 30 July 1893 and the curve lines followed on 7 October 1894.
Richieb's phots surely pose the question (well, they do to me) - why keep Sharnbrook Jcn - which, being on a curve, is surely non-standard, and therefore rather expensive? Of course, south of the former station site, the goods roads are on a different level. From memory, the goods and fasts only get back on level terms around MP 54. Are there no straight sections there that would allow for a crossover to be created around there?
I've had a question on my mind for years now, so I might as well ask it now. Do NR actually use crossover points as a matter of keeping them in service if they don't regularly get used. Like some sort of minimum usage policy? What happens if the crossover points rust after years of non usage and become cranky/creaky? A pendolino de-railed/crashed years ago up north hitting some points. Was this due to a lack of usage for years and years and suddenly became necessary to utilize it and the train came off the track?