Discussion in 'Heritage Railways & Centres in the UK' started by Guest, Oct 14, 2009.
What is painted red Frank?
Are you ever going to climb down out of your own backside Frank?
Could we keep this thread on topic please and less of the personal insults?
Could someone please explain the logic in having a thread about a 21st century TOC in the 'Heritage' section rather than 'On Track' where I would have thought it belonged.
If no one has anything of any value to add to this thread then perhaps it's time it ws locked.
with regards to speed limits,
will they be going to the LRO of 25mph (which is a stupid slow speed anyway) or something more substantial speed wise,
also I agree with sheff's comment as well!
No they aren't countless are they, but to give everyone here an idea that you actually know the answer and also to give the figure some meaning perhaps you could tell us the answer as a percentage of all UK homes?
Regarding sustainable energy supply, how much redundancy do you have to build into a renewable method - choose any method - to give the same guarantees of continuous energy delivery that are currently attained by current production methods? Because without guaranteed supply, either the economy collapses and people die indirectly or the electricity supply fails and people die anyway, so the entire raison d'etre for alternative energy supply falls to pieces. Top Gear was not on the box when I was at Imperial College researching the next generation of energy production methods but according to you I did not touch the reality of what I was doing during the five years I was there.
Because of the heritage connection .
Going off the amount of work going into it and speaking with the guys down there, MCR operations will be with a higher speed limit than 25mph. CVR though will continue under their LRO.
And remember any locos with mainline tickets that visit and go on sections on the mcr with higher speeds will be able to stretch there legs.
I wouldn't get too excited about the prospects for higher speeds. Freight only lines often have quite restricted speeds - the cost for anything high when balanced against the small time saving over the comparatively short distances is considerable. Such things as eliminating manually (i.e. train-crew) operated crossings will actually speed the progress of a train far more than an extra 10 or 20 mph on the linespeed. Axle-wright is all important for freight - most UK wagons have an axle weight of well over 20 tonnes (22.5 or 25).
If passengers trains are to run at more than 25mph, then an approved secondary door lock mechanism is needed and it may be that TPWS is needed - not sure on that. I know mainline locos are referred to and have TPWS, but fitting it to the track is likely to be very expensive. Indeed, the whole question of the signalling system needed arises and again extra cost, even excluding TPWS, attaches to higher speeds, more trains and passenger trains.
Presumably, when MCR host CVR trains in November, the train operator will change when the infrastructure operator changes? (i.e. during the journey)
Right I don't know the ins and outs of it that well, but going off what's been said MCR are to operate freight and commuter trains at 50mph under their own Order or whatever it is you get these days.
CVR will operate heritage trains under their current LRO at 25mph. If however they happen to have mainline visitor in the future, whilst on MCR metals there will arise the opportunity to run at 50mph. However I'm sure MCR will give the ins and outs when they are ready, for this is a good few years off.
How could a train run at 25mph on the SVR and then at 50mph on the MCR just because a mainline certified locomotive is pulling the train? To run at 50mph I imagine you will need AWS and TPWS overspeed sensors fitted to changes in the permissible speed. I have no knowledge if some kind of secondary door locking is needed, but presumably the train would grow these once it left CVR metals....
NYMR quite happily run Battersby - Whitby at a higher running speed with stock from their own fleet and all the extra gubbins doesn't just grow and then fall off as they go from/to the Esk Valley Line. So presumably something on a similar basis will be put in place as NYMR have shown there is a way. However nothing has been announced yet so we are just going to have to wait and see what they have planned when they get round to this part of the project.
As far as i'm aware NYMR stock has to be passed fit for mainline service, have sliding door locks fitted (as per all current mainline charter stock, hardly expensive) and locos have to be fitted with TPWS. OTMR is not required as there is no equipment fitted that side of Battersby jnc. This is for Network Rail, with this case however I wondered if the same rules still apply or whether a similar arrangement could happen as per Steam on the Met where owners could drive their own (non certified) locomotives at higher speeds as per London Underground rules.. Will Moorland and City have TPWS equipment fitted to it's track? If there is no equipment then surely locos won't need it fitted, I would of thought this would be a standard requirement even at 25mph if it is fitted trackside.
See the thread in Galas and events for the offical speed restrictions.
So how do you go about volunteering on the PW gang on the Cauldon Branch? Yes I know its not a preserved railway, but loads of volunteers have been helping. Do you join up with the CVR PW gang and go from there? I really want to muck in!
If you send me a PM with your email address I will send you the contact details of the volunteer co-ordinator at the CVR who will get in the touch with you.
In the other closed thread there was a link to someones website with pictures of all the latest work as it progressed but sadly the link no longer works. Are there any other web pages showing pictures of the excellent work being done by all concerned ?
Pesmo, on the MCR webpage, there is a link to a photographic record of the line clearance. You can find the link underneath the map.
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