Discussion in 'Heritage Railways & Centres in the UK' started by David R, Jul 31, 2015.
I think from different owning groups.
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As this has been mentioned in all the previous excitement,ref a Diesel Gala this year.Well it's On the website,it's in May as usual,3 days plus a themed day to kick it off and yes the beer tent will be open.Now will trains run from Wareham to the beer tent,we wait and see.
I don't think I'm going mad but I went back to the Swanage website and the page I was on has vanished,i went into my history and clicked on the link at the time I was on there and it would not let me view it either.The BLS website also mentions the Gala dates for May,apologies if I got any of you looking forward to a Gala to early.
On the contrary, I thought one of the reasons the 117 and 121 were chosen is because they are intergral in construction - rather than having a separate body and underframe . Therefore they are not affected by the ‘Mk1 ban’.
Back now on the SR website.
I think for an occasion they should run the t3 engine and some old cartridges from Waterloo to swanage on a aniversy special. Before someone say the acridges would not be alow on the main line they will be as for the Stockholm to Darlington they are going to make locomotion go on the mainline with its trucks. This will be a good event to see
It was actually "Out of gauge" on paper and nobody at NR would or could make a decision, which sadly is something that came with privatisation.
The class 117 has moved over NR metals however, all the way from Eastleigh Works to East yard!
And then it was hauled by a class 66 with barrier wagons and further air braked wagons at the rear.
It also went from Swanage to Eastleigh by rail before the overhaul started.
someone at NR must have signed off on it! No inspection or supervision??
It did, But that was before the banner repeater signals and associated lineside cabinet was erected at Lymington Junction.
Re: Diesel Gala May 5th to 8th, Most visiting Loco's are conveyed by GBrF from Barrow Hill and /or Kiddiminster by rail. Hopefully 33012/D6515 will also be ready to return from Eastleigh in time.
This may be incorrect either totally or in part but I didnt think it was directly to do with the Mk 1 Ban but that the Class 117 and 121 were not listed in the sectional appendix to run between Wareham and Worgret Junction. As non compliant types can not be added retrospectively to the sectional appendix a derogation now has to be sought.
I’m baffled and lost.
It’s not main line registered but it’s run on the main line?
Just to clear things up a bit, how long does main line certification last, i.e. does it time out after 1 year, 2 years, or is it until there’s a rule change that affects it?
How long does main line certification (e.g. for the 117) take to achieve?
How long would a derogation take to achieve?
(Let’s assume the stock and maintenance paperwork is in a fit and proper state.)
Worgret is looking better by the hour! Not much a spot as a terminus though!!
It hasn’t run on the mainline under it’s own power. It was hauled to Eastleigh by the 33, and the 121 returned from Eastleigh behind the 33.
I’ll leave your other questions to someone with more knowledge on these things.
There seems to be some confusion in peoples mind about the difference between being permitted to travel on the main line and being registered to operate on the main line. As a example the Bluebell's Chesham set is allowed to travel to and from London for filming jobs etc but is not registered to carry passengers. Similarly, using another Bluebell example, 73082 was permitted to travel to the WSR in steam but because it was not fitted with the necessary safety equipment it had to be towed by a registered locomotive that was fitted. In both cases the moves are subject to the necessary fitness to run requirements which will permit the move subject to certain restrictions.
Just to add to this, it is possible to move almost anything on the mainline, but how difficult it is very much depends on distance and location. For example, any rail vehicle moving in and out of Didcot has to do so via the "mainline", and similarly any vehicle being roaded in or out of the NRM has to be moved to Holgate. The process for this used to be a "transit certificate", and was pretty much risk-based. So, short distance move at 5mph = fairly easy.
On the other hand, carrying passengers in and out of a NR station, inter-mixed with regular SWR trains, is a world of difference, and quite rightly so. For example - modern trains have crashworthy front ends, a conventional DMU is about as crashworthy as a wet paper bag. The consequences of one colliding with the other don't bear thinking about. The answers may involve TPWS, double-block working etc - any problem can be solved, but it isn't easy.
Events & Experiences - Swanage Railway
"Was there a man dismayed ;forward the "Green Path" Brigade!
Naysayers to the right of them ;critics to the left of them opined and wondered
Smoothly it rode and well,into the jaws of hell (Well,Wareham actually)rode the refurbished wonder!
I think I now remember what happened over the Brockenhurst saga, Indeed, D6515 did bring the 121 55028 back from Eastleigh Works.
Network Rail still had class 121's on their Data base, as Chiltern Railways operated two 121's 0n the Aylesbury Branch.
But the NR system did not have the class 117 on their database, Hence the problem with gauging at Lymington Jn being flagged up!
When the HMRI/OR&R grants the operating licence to run over the Mile and half of Network Rail track, It will be only the class 117 and 121
that will be permitted to operate as far as Wareham station.
I do not see any issues with SWR trains as the Down line will be clear from Worgret to Wareham.
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