Being within the block section isn't itself a barrier to having a signalled turnback move (e.g. Stockport platform 1 and Shrewsbury platform 3 both have signalled moves back out in the wrong direction, to passenger standards). You'd offer a train normally and then cancel it off again (3-5) when it's come back out. I'm surprised that there isn't at least a shunt move back out at the south end.
Nuclear flasks, considering they contain radioactive material, are quite rightly a higher priority than an empty stock move.
I was generalising, but yes you are fully correct there! The single line reception siding between the two boxes is worked under permissive block, with an arrangement where WN2 doesn’t need to send a line clear if WN3 is closed.
Fascinating stuff, thank you. It's an area that I don't know a lot about the history of, other than that there was a huge amount there that's not now!
www.networkrailmediacentre.co.uk
During the work, no trains can pass over the viaduct. Passengers are advised to check https://www.northernrailway.co.uk/service-updates for the latest information.
That does seem silly when the platform at Maryport is used by trains in both directions.
When I lived in Workington from 1955-59 I was told that the Derwent is the fastest flowing river in England, but if tidal here, that will slow the speed under the bridge but more likely to cause scouring around piers by flowing both ways twice a day.Update from Network Rail
Emergency anti-erosion work underway for Cumbrian viaduct
Passengers are being advised of urgent repair work on the railway viaduct over the River Derwent in Workington, Cumbria.
Emergency anti-erosion work underway for Cumbrian viaduct
Region & Route: North West & Central: North West
Passengers are being advised of urgent repair work on the railway viaduct over the River Derwent in Workington, Cumbria.
During a recent inspection, Network Rail’s engineers found that the base of two of the supporting pillars have started to erode. An unusually wet February resulted in fast flowing water along the river, which has damaged the pillar and riverbed.
These repairs, which are complex due to the overall environment, are necessary to prevent further deterioration of the pillars. Without intervention, this could cause the pillars to fail and, eventually, the viaduct to collapse. Network Rail has closed the viaduct to all rail services while engineers deliver the urgent repair work.
The work is expected to take at least six weeks. The river at this location is tidal, which means engineers can only safely carry out repair work when the tide is out.
During the work, no trains can pass over the viaduct. Passengers are advised to check https://www.northernrailway.co.uk/service-updates for the latest information.
To be fair the article doesn't mention such shuttles, but for me it's the complete omertà from Northern/Network Rail at this simple and common-sense shuttle idea, which is the most concerning.
I had to look up one of those words to understand your post. Now if there were a "Like" button I could indeed AGREE!
With services from the south terminating at Workington it requires Workington no. 3 box to be open from first until last train to allow the units to be shunted from platform to platform.
Theoretically it could be possible to have No.2 switched out (albeit without access to the Carriage Sidings), and store units overnight inside the station at Workington and the bay at Bransty. Units could be serviced during their break at Barrow station or No.2 briefly switched in throughout the day to access the facilities in the carriage sidings. That being said, both of those options are quite impractical!
There is no way to head into the up platform without the co-operation of WN3 or Maryport Station boxes. The first up train of the day normally goes from Maryport. It heads out of the carriage sidings as the 05:25 5C36 and reverses behind 42 signal towards Maryport. It then forms 2C36, the 05:48 from Maryport to Barrow.
The Cumbrian units are all based at Heaton and cycle via Carlisle. The first two southbound trains are stabled at Carlisle with Workington crew going in a taxi to start the service. Some Workington crew work through from Carlisle to Barrow or vice versa so the crew diagrams would need to be altered. Another challenge will be getting the units south of the block to depot for exams. They will have to go to Newton Heath.
Wouldn’t it be easier for them to get to Neville Hill?
I don't think Neville Hill maintain 156s any more....it has to be either Heaton or Newton Heath.
The only way out is via Lancaster and Preston. Manchester is closer to Preston than Leeds. That said, when the Tyne Valley was shut for weeks after the derailment, I think there were some ECS moves to get units to and from Heaton. However, lots of Newton Heath 156s worked the Cumbrian coast during that time.
....or Carnforth and Skipton.
Barrow to Carnforth, reverse to Settle Jct then carry on to Leeds. Most of the route is deathly quiet (at least to Skipton). No struggling across Manchester or slowing down the WCML. If necessary, move a couple of fitters temporarily.
Last Tuesday the first three 156 units fresh off maintenance were sent from Heaton to Preston via Carlisle and the WCML, with the first three that needed exams sent back shortly after via the same route. Probably a ROG move? Also 156463 has now appeared on the Cumbrian Coast after initially going to Neville Hill first, ECS from Heaton. This is a fairly common move for tyre turning. At the moment nine 156's are running the service, eight Heaton based units plus one Newton Heath 156.
Fair point, but do any drivers that sign the Bentham line also sign 156s? As pointed out above, Neville Hill doesn't do much on 156s any more. When the Tyne was shut after the derailment, the units mainly went to and from Newton Heath.
It seems there are a few trains among the RRBs. https://www.realtimetrains.co.uk/se...24-03-22/0000-2359?stp=WVS&show=all&order=wtt
