Train porn

demanufactured

[Deleted User] wrote: »

The signal's still powered!

Yup
Been showing the red aspect for about 20 years.
I even remember when the odd pw train would travel...They would wouldn't even bother to change the signals...The train would stop just before the signal. ..pilot man would get out and open the gates..and give a hand signal to tell the driver to proceed.

GBOA

Perhaps this may have been posted before. An interesting look at the railwaymen of France during WW2. Subtitles available.

GMKK96

A video of BR D1015 on per way work. Am I correct in saying this loco is preserved? How would it end up working per way trains?

L1011

demanufactured wrote: »

Yup
Been showing the red aspect for about 20 years.
I even remember when the odd pw train would travel...They would wouldn't even bother to change the signals...The train would stop just before the signal. ..pilot man would get out and open the gates..and give a hand signal to tell the driver to proceed.

What I want to know - who's been replacing the sodding lightbulbs?

demanufactured

MYOB wrote: »

What I want to know - who's been replacing the sodding lightbulbs?

Don't think they have ever been replaced...The line runs by the estate I grew up in and it was where we hung out a lot as kids...It was our playground.
The distant signal is still showing amber as well.

end of the road

GMKK96 wrote: »

A video of BR D1015 on per way work. Am I correct in saying this loco is preserved? How would it end up working per way trains?

BR class 52 D1015 'Western Champion' is indeed preserved. she has been hired out to work these and i think stone trains as well. amazing machines.

L1011

One of the 55 Deltic's also gets hired from preservation from time to time; think there's a lack of mainline certified heavy diesels.

end of the road

MYOB wrote: »

One of the 55 Deltic's also gets hired from preservation from time to time; think there's a lack of mainline certified heavy diesels.

correct. also there are new rules on emitians for new build locos. there probably isn't a compliant engine designed to fit into UK gauge locos just yet.

Victor

end of the road wrote: »

correct. also there are new rules on emitians for new build locos. there probably isn't a compliant engine designed to fit into UK gauge locos just yet.

The emissions restrictions regime depends primarily on when the vehicle was built. So a loco built in, say, 2004 only has to comply with standards as they stood in 2004.

There will be separate issues of local and national total emissions standards, e.g. many city centres are under pressure for NOx and PM2.5 standards, so they restrict access by certain vehicles.

corktina

end of the road wrote: »

BR class 52 D1015 'Western Champion' is indeed preserved. she has been hired out to work these and i think stone trains as well. amazing machines.

I'd say that actually is a stone working rather than p way.

Would that we had such variety here

end of the road

Victor wrote: »

The emissions restrictions regime depends primarily on when the vehicle was built. So a loco built in, say, 2004 only has to comply with standards as they stood in 2004.

ah i knew that but should have been clearer, i did say new builds. what i meant was that with new standards coming in a compliant engine that would fit in a design for the UK may not be ready yet compared to a bigger engine, meaning no diesel locos can be bought for a while. but maybe one will be ready quicker, hopefully

101sean

New EU regs come in to play at the end of the year which is why the likes of GBRf have been panic buying 66s and there's a 59 and 66s coming back from Europe. At the moment no-one can fit compliant engines in heavy freight engines within the UK loading gauge presumably because DPF and SCR systems are bulky.

It also affects the new Vossloh 68s, Caterpillar have to deliver the engines by the end of the year even though the last locos aren't due until 2015.

It's basically backfired on the ecomentalists as there's now a stock of heavy freight locos and no-ones going to invest soon in stage 3B engines. Long term that could change, the construction industry is concerned at a new idiotic regulation that re-manufactured or new non compliant engines can't be supplied for older machines and it will be impossible to retrofit EU5 engines in a lot of plant.

Judgement Day

Came across this bizarre short feature film tonight. Filmed at Dunsandle station (Loughrea branch) in 2010! Full details here: http://919films.com/ticket-to-ride/

https://www.youtube.com/watch?v=pmFzHmai5Uc

Captain Chaos

UK rails fans finally have their own 071s to listen to. Close your eyes at the start and listen, you can almost imagine 082 hauling a heavy liner.

https://www.youtube.com/watch?v=uwjNVDSHKCo

Those class 68s sound great despite not being EMD but CAT who now own EMD.

metrovick001

They really sound great.

Captain Chaos wrote: »

UK rails fans finally have their own 071s to listen to. Close your eyes at the start and listen, you can almost imagine 082 hauling a heavy liner.

https://www.youtube.com/watch?v=uwjNVDSHKCo

Those class 68s sound great despite not being EMD but CAT who now own EMD.

Losty Dublin

Captain Chaos wrote: »

UK rails fans finally have their own 071s to listen to. Close your eyes at the start and listen, you can almost imagine 082 hauling a heavy liner.

God bless but a 071 would have a canary if it was asked to haul a stone train that long

Captain Chaos

Losty Dublin wrote: »

God bless but a 071 would have a canary if it was asked to haul a stone train that long

I don't know now. That is a 2,000 ton train. Typical laden taras are 900-940 ton, and they used to haul 1,000 ton cement trains to Cork along with the 201s back in the day. I'd say an 071 would be able to move it, just not in the rain.

end of the road

the class 68 is a light yet powerful machine. maybe an updated version of this would be ideal for a 071 replacement seeing as, the stored 201s probably won't see traffic again and can't go on all parts of the network, and the 68 would probably be a go anywhere loco in terms of our network?

Captain Chaos

end of the road wrote: »

the class 68 is a light yet powerful machine. maybe an updated version of this would be ideal for a 071 replacement seeing as, the stored 201s probably won't see traffic again and can't go on all parts of the network, and the 68 would probably be a go anywhere loco in terms of our network?

The 68s have a higher axle load than a 201 as they are bo-bo and not co-co even though they are only 85 tons so they can not run on Irish metals. A 201 is 18 tons per axle and a 68 is 21.

end of the road

Captain Chaos wrote: »

The 68s have a higher axle load than a 201 as they are bo-bo and not co-co even though they are only 85 tons so they can not run on Irish metals. A 201 is 18 tons per axle and a 68 is 21.

ah i see. so effectively its the axles that feck up the tracks rather then the loco itself? in general though bo-bo shouldn't be a problem as wasn't that what the 121/41/81s were

end of the road

end of the road wrote: »

ah i see. so effectively its the axles that feck up the tracks rather then the loco itself? in general though bo-bo shouldn't be a problem as wasn't that what the 121/41/81s were

Yes but the small GMs were significantly lighter too. Take the total weight of the loco and divide it by the number of axles:

121: 64/4 = 16 tons
141/181: 67/4: 16.75 tons
071: 100/6 = 16.7 tons
201: 112/6 = 18.6 tons

ClovenHoof

Itssoeasy wrote: »

https://www.youtube.com/watch?v=KBG1110ayY4

I can hardly believe we once had a rail network as busy with freight not that long ago really.

So did the population of Ireland decline and all the commerce cease?

L1011

Full cost accounting was brought in for freight meaning that they charged an utterly ridiculous notional maintenance cost on each freight flow.

Captain Chaos

EU funding for new roads that bypassed towns ended rail freight.

end of the road

MYOB wrote: »

Full cost accounting was brought in for freight meaning that they charged an utterly ridiculous notional maintenance cost on each freight flow.

because they wanted to get out of the freight business

Fred Swanson

This post has been deleted.

end of the road

Fred Swanson wrote: »

This post has been deleted.

true, but put toals on the roads operating along the railways based on the weight of the vehicle, that might encourage something back to the rails. never going to happen though

I'm pretty sure that it was reported at the time that freight accounted for 70% of IE's losses and that the government weren't willing to subsidise it.

Markcheese

end of the road wrote: »

true, but put toals on the roads operating along the railways based on the weight of the vehicle, that might encourage something back to the rails. never going to happen though

Why would you want to ?? Roads cheaper and more flexible... And you don't deal with IE, you deal with a haulier who knows if he fecks up,someone else's truck will be doing the work ...
I'd love to see a workable solution to rail freight but it works best for bulk over long distance -

end of the road

Markcheese wrote: »

Why would you want to??

why wouldn't you. less road maintenence, less trucks causing problems and congestion, meaning we could try prioritize public transport a bit more.

Markcheese wrote: »

Roads cheaper and more flexible...

its not. it just has the advantage of other users to share the burdain. frankly the fact its cheeper and supposibly more flexible is a fantastic reason to charge road hauliers and private transport operators more as they proffit directly from the roads but don't pay enough, especially in the hauliers case for the wear and tare they cause.

Markcheese wrote: »

you don't deal with IE, you deal with a haulier who knows if he fecks up,someone else's truck will be doing the work ...

so what? getting trucks off the roads would be a way of helping to control the maintenence costs meaning the roads last longer.

Markcheese wrote: »

I'd love to see a workable solution to rail freight but it works best for bulk over long distance -

which is what irish rail carried