swt_passenger
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- Joined
- 7 Apr 2010
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Neat. Saved me from my never ending bathroom refit for a few minutes...The video of the work undertaken this past weekend is now live
Neat. Saved me from my never ending bathroom refit for a few minutes...The video of the work undertaken this past weekend is now live
Excellent video - very nicely shot - many thanks.The video of the work undertaken this past weekend is now live
Curve smoothing at the points, smooth entry into a straight platform, and keeping away from existing electrification gantries and trackside equipment would all contribute to the line taken, I think.Apologies if it's been mentioned previously, but the new track through the platform area looks like it will be quite some distance from the existing track. Is this just to make construction easier, or some weird regulation? Outwardly just looks a wasteful use of land when there's almost a track's width between them...
Apologies if it's been mentioned previously, but the new track through the platform area looks like it will be quite some distance from the existing track. Is this just to make construction easier, or some weird regulation? Outwardly just looks a wasteful use of land when there's almost a track's width between them...
The video of the work undertaken this past weekend is now live
You’re a braver man than I am, standing on that side of the road bridge looking south!
Yeah, the "footpath" if you can call it that is a bit narrow on that side of the bridge.... bit scary when a 44' artic goes by !
PS -I noticed in the video there are 4 track panels for the points and the existing Hertford Loop to DS point look like timber sleepers - are they changing the existing set as well as installing new, if so an even better reason to leve the point for another weekend.
I must admit, given that network rail replaced the back-to-back points that formed the langley siding and headshunt, plus several hundred meters of track on both siding and up slow, and then installed a new point for the up Hertford line, it does seem strange that given the opportunity they are not replacing the point on the down slow..... I guess only time will tell and we will see what happens over this coming weekend.
If the existing point end is in good enough condition, and will be unaffected by the new set (as seems likely), renewing is now is spending over a million quid for no purpose.
Super video malc-c - really enjoyed the detail and length of it.The video has finished uploading... The The Northbound Hertford line now has its independence
Curious about the track after the points, one of the sections seemed seemed to be split into a "one and a half" track (three rails) peice and a half-track (one rail) peice, is this a common thing to do? are the peices joined together in some way after being laid.
Curious about the track after the points, one of the sections seemed seemed to be split into a "one and a half" track (three rails) peice and a half-track (one rail) peice, is this a common thing to do? are the peices joined together in some way after being laid.
The video has finished uploading... The The Northbound Hertford line now has its independence
I think the same or similar width restrictions will also apply when delivered on the rail tilting wagons as Bald Rick mentioned. Were these sections of S&C definitely delivered by road?Yes they are joined once the last single rail section is placed. Notice all the white "bags" on the sleepers of the last section with three rails, these contain the parts to bolt the last single rail section together. The reason the point is configured this way is width restrictions when transporting by road.
I was hoping to record this, but after nearly six hours of videoing in cold conditions the batteries gave out !
Thanks, found a nice close-up picture on page 15 of http://www.track-maintenance-cost-o...nager-modular-track-renewals-network-rail.pdfYes, very common, it’s been happening in this country for over a decade. It’s called modular S&C (Switches and Crossings) with ‘split bearers’. The two halves are bolted together across the bearers (sleepers).
I think the same or similar width restrictions will also apply when delivered on the rail tilting wagons as Bald Rick mentioned. Were these sections of S&C definitely delivered by road?
I'm not very good with geometry but as a rough estimate a 3.5m wide panel tilted to 40 degrees will be 2.8m base by 2.3m high. and it's a long while since I left school at 14 in 1962. so this could be B******sI agree - looking at that wonderful PDF that plugwash provided the max bearer length seems to be 3.5m for rail, and the UK GOV website states anything over 2.9m wide transported by road is classed as an abnormal load which at minimum requires notification to the police https://assets.publishing.service.g...file/503103/Aide_Memoire_updated_Sep_2015.pdf
Yes, very common, it’s been happening in this country for over a decade. It’s called modular S&C (Switches and Crossings) with ‘split bearers’. The two halves are bolted together across the bearers (sleepers).
It’s done so that the sections of S&C can be delivered in full from the factory by train on the tilting wagons. Before this system came into place, the S&C was built up at the factory, labelled up, then broken down to bearers and rails, all of which was then transported to site. It was then (usually) built up again by the side of the line to check it was all there and in place as a ‘practice run’, before being broken down again, and then built up for the third and final time ‘in the hole’.
Using the wagons and modular S&C means it is only built once, in the factory, which saves a lot of effort (ie money) and the quality of the job is invariably better.
Note that some locations still require the S&C to be built up piecemeal, usually those where the big cranes can’t work or if they are unavailable.