GCR TPO set

Can the coach be repaired whilst a RAIB investigation is taking place or do they have to wait for it to be completed ?

Steve

 

I understand your point but given the operational implications of an incident of this nature starting the discussion in a C & W thread may not have been totally apropriate. However that is where it is and unless we start a completely new thread there will inevitably be discussions of an operational nature.

 

Sometimes the word "scotch" is also used for the tapered wooden block used to plug the open switch of a set of points when the closed switch is clipped.

 

I think the use of the word "Chock" came about on railways because in every other walk of life they are called Chocks, but yes "Hand Scotches" is the word used in the BR 1950 rule book certainly

 

RVP's newsletter (over three weeks ago now) stated:
"80301 has damage to buffer beam, corridor connection and
end bodywork. It is however believed to be repairable. The incident is being investigated by
the GCR and we must await the income of their inquiry before deciding on a course of action
for repair."
I think this statement must pre-date the confirmation that RAIB are investigating. (And I suppose that should say 'outcome'. )

I have not seen or heard anything "official" about the damage to the other vehicles involved.

 

The metal scotches I was referring to upon reflection were actually called German Scotches.

 

Went to the GC yesterday and the tarps over the TPO coach are no longer covering the damage, i have no knowledge but it doesn't look too bad considering some of the major work mk1 coaches now have to recieve to put them back in service.
What i did notice was one of the Green set also had tarps over both ends, was this the coach lifted off it's bogies. Having these 4 (green set) out of use led to lots of standing, on the plus side the GW liveried set looks like it's not far off being completed at Rothley.

 

Just wondering aloud. Corosion repairs to MK1s are a matter of replacing waisted metal in exactly the same place. It is relativly easy to measure and work from known datum points. For example you could repair the left side using the coroded but intact right as a model Is it as easy to repair a crash damaged vehicle where the datam points may have been lost due to distortion of both sides. my guess is it is posible but a more lengthy what is the C&W view

 

Piece of p**s. Lines & levels. If anybody needs any major body repairs doing i'm sure Llangollen Railway Engineering will be pleased to quote. The lads have recently finished TSO no. 4472 , which involved renewing body side & end panelling together with pillar renewals, Followed by a full internal refurb.

Bob.
Llangollen Railway c & w dept.

 

RAIB report now published .........

https://assets.digital.cabinet-offi...00004/150521_R042015_Loughborough_Central.pdf

 

So the accepted practice on this railway was not to bother to apply the handbrake on 130 tons of dead loco and carriage, "because it might not work very well?" And, instead, to entrust all that weight to a small wooden block, which might (and presumably did) fall off the rail? I know that we shouldn't wallow in other people's misfortunes and we can all make mistakes, but it makes me wonder what other nasties are waiting to happen.
Perhaps they should have left it in the adjacent "lie-by?" At least we know that the trap points work!

 

Even with the handbrake it obviously not good practice to leave any stock unattended on a running line on a gradient. Also as pointed out in the report there should have been a brake van attatched, which also would have prevented the runnaway

 

The loco had inoperative handbrakes and enough air leaks to mean that it had to be operated in "air pass" so that both compressors were operating. If it had had fewer leaks would the crew have hooked up the vacuum on the coach? If they had (providing the carriage was in reasonable condition) the destroyed vacuum brake would almost certainly have held the train during lunch. As usual with railway accidents several layers of safety had to be stripped away, and then the result was inevitable. I suspect that there is a lesson in the report for all of us.

 

Repairing mk1 body structures is fairly straightforward as the body isnt really structural or load bearing, the bodywork can be derelict and rotten and the coach wont snap in half as such. Straitening underframes and welding new into the sections is a bit more involved IMO, and I dont think the GCR carriage dept at Rothley has the knowledge, capabilities and equipment to do this type of repair in all honesty. A contractor will do it at a guess.

 

Carriages 1852 (buffet) & 80301 (TPO) have now gone to Burton for repair, I understand.

 

I'll probably see them (again) later this week then.

Sawdust.

 

Just out of curiosity has the class 37 loco been repaired, or is it still on the GCR in a damaged state?

I ask given that there appears to be a shortage of 37's around suitable for returning to the main line.

Edit: partly answering my own question, loco moved to store Burton?

 

deleted

 

I read that statement as a criticism of the GCR maintenance records and not knowing the maintenance records of privately owned vehicles on their railway.

I don't see anything in the statement that relates to BR records - the main point being made is that the GCR had no record of when the air and hand brakes had been last checked/maintained and the inference that as a privately owned loco, the GCR had no mechanism for examining the records of private vehicles.

Most (all?) heritage railways keep records on work done to vehicles on their railway and work done on privately owned vehicles - it's the only way to make sure hat your insurance is valid and you have confidence in your vehicles.


Keith