Do let us know when you travel next so we can all plan accordingly!Having been caught In last week’s WC line damage (fortunately in time to go to Glasgow vis York) I am awaiting the third.
Do let us know when you travel next so we can all plan accordingly!Having been caught In last week’s WC line damage (fortunately in time to go to Glasgow vis York) I am awaiting the third.
There is a significant difference between 1980s headspan OLE installed on the cheap by BR (most ECML, some WCML) and the modern kit installed on GW, North West Triangle etc.People keep saying that OLE is much more reliable than third rail, but why do we so rarely seem to hear about similarly disruptive incidents on the Southern? It must be because when something does happen to the third rail, there are so much fewer services to be disrupted........
There is a significant difference between 1980s headspan OLE installed on the cheap by BR and the modern kit installed on GW, North West Triangle etc.
Have the wires even come down on the GW yet (apart from the rogue 802 which was not the fault of infrastructure)?
People keep saying that OLE is much more reliable than third rail, but why do we so rarely seem to hear about similarly disruptive incidents on the Southern? It must be because when something does happen to the third rail, there are so much fewer services to be disrupted........
Your opinion. Allowing and keeping OLE that is vulnerable to total failure with the slightest problem is both expensive and operationally stupid, however pretty some might think it looks. It's taken over 30 years for that fact to penetrate those that make these decisions.Indeed - quite a contrast between the spindly (100mph max) MML wiring to Bedford, and the far more substantial new kit being installed further north.
Sadly the new wiring is rather uglier than the old!
People keep saying that OLE is much more reliable than third rail, but why do we so rarely seem to hear about similarly disruptive incidents on the Southern? It must be because when something does happen to the third rail, there are so much fewer services to be disrupted........
There's plenty of Headspan and other less robust wiring that isn't under much stress, e.g. in terminal stations and low speed areas like sidings. It would be pointless spendin money on materials and labour just to keep the teams occupied. I think that the failure records of some lines determine the likely priority of replacement with fit for purpose, but remember the original GEML outlasted a conversion to ac, a quadrupling of the ac voltage* and in some areas, partial upgrades where track layouts were changed over a period of 70 years and despite many years of problems, especially in hot weather, ISTR Bald Rick saying that there are still a few bits of the original fixed tension compound catenary wiring in place around Stratford, - the busiest junction on the main line. There are also many of the original 'A frame' gantries in service along the line holding up new F&F registration equipment.Is there any rolling work to replace the old ‘done on the cheap’ stuff or are all the OLE teams busy on new electrification? Would seem like a good way to retain the staff that go from loads to do to not enough to do according to the current political tide (/ side of the bed Chris Grayling got out of)?
Very frequently. In my top 3 reasons of delay.In OHLE how often does everything stop because an idiot may have been spotted on the track etc etc?
According to the LNER website yes. I guess it may have being electric from Doncaster. (Ie not a hybrid)Is this the reason why the 07:00 from Hull was cancelled this morning with a ridiculous 2+ hours bus replacement Hull to Doncaster?
https://www.railforums.co.uk/threads/transpennine-route-upgrade-and-electrification-cp6.88054/ incorporates part of the ECML south of York station until Colton JnIs there any rolling work to replace the old ‘done on the cheap’ stuff or are all the OLE teams busy on new electrification? Would seem like a good way to retain the staff that go from loads to do to not enough to do according to the current political tide (/ side of the bed Chris Grayling got out of)?
Your opinion. Allowing and keeping OLE that is vulnerable to total failure with the slightest problem is both expensive and operationally stupid, however pretty some might think it looks. It's taken over 30 years for that fact to penetrate those that make these decisions.
It never reached Stirling. It was terminated in Edinburgh.MK4 set with 91113 in Newcastle Platform 3 looks to be doing the 17:52 to Stirling tonight so could be another 91 in Stirling again.
I am sure ScotRail services will be running normally on the route.Are services back to normal now? Will I be okay for Haymarket to Inverkeithing early this afternoon?
I am sure ScotRail services will be running normally on the route.
https://www.railforums.co.uk/threads/transpennine-route-upgrade-and-electrification-cp6.88054/ incorporates part of the ECML south of York station until Colton Jn
https://www.railforums.co.uk/threads/connington-ecml-ohle-headspan-conversions.160044/ Is one ongoing too
https://www.railforums.co.uk/threads/ecml-power-supply-upgrade.190071/ Another project
https://www.railforums.co.uk/threads/liverpool-lime-st-remodelling.146520/ Approaches to Liverpool were done in this and subsequent works
https://www.railforums.co.uk/threads/great-eastern-electrification-renewal.195813/ Was basically a new electrification project; if anything harder than no-wires because the existing all had to come down first.
https://www.railforums.co.uk/thread...ucture-discussion-aka-kings-uncrossed.158859/ This one is upcoming for OLE renewal into Kings Cross
Vulnerable OLE encompasses much of what was installed before the turn of the century. It is an engineering reality that stringing up a cats cradle of wires to support catenaries and contact wires whose precise location is important is an engineering risk that was taken in the '70s and '80s for cost and sometimes for pseudo-aesthetic reasons. Given the partial doldrums that the railway was in at the time, maybe those schemes wouldn't have been done at all with proper OLE supports. But we (as in public funds and passengers) are now counting the cost of the decisions to use OLE that is not fit for purpose. Despite the noise from the Goring Gap set, the need for a dependable electric railway has won over calls for OLE structures that suited their visual preferences so the true purpose of the structures hasn't been compromised.I have never suggested that vulnerable OLE should be retained/expanded - of course that would be ridiculous.
It’s just a pity that the new equipment is so much more visually obtrusive than the old. Especially on formally unelectrified lines such as the MML.
This is the sort of train announcement you don't want to have to listen to.
BUT if you are going to have to listen to that sort of announcement, then this guy should do it. He was excellent.
This may be a daft question but I don't have much experience with non-diesel trains, how is the carriage still powered in that video given the power is down? I assume the system has batteries, how long can they last? Is the rescue 67 able to power the carriages?
Battery life varies and can be very short (matter of minutes) to a fair bit longer. There won't be aircon after the power is off but lights and PA will keep going.
67s can supply ETS to the carriages so when one is attached everything will kick back in. Including aircon.
No criticism intended here - is there a reason why you’ve booked in advance for a 15-20 minute journey with approximately 7tph?Sorry I should have said - I’m booked on the LNER Aberdeen service. It looks okay at the moment, just a few minutes late.
No criticism intended here - is there a reason why you’ve booked in advance for a 15-20 minute journey with approximately 7tph?
Did you try reclining it?My first experience in 1st on an Azuma. Not impressed with the seats - originally I sat in Standard as coach K where my reservation was seems to have both Standard and 1st, and for the brief minute I was there I thought the seat was more comfortable than in 1st.
I agree it's how to do the announcement since it clearly explains what the problem is, what the likely ETA is and assures that everything is being done that is possible.
This may be a daft question but I don't have much experience with non-diesel trains, how is the carriage still powered in that video given the power is down? I assume the system has batteries, how long can they last? Is the rescue 67 able to power the carriages?