Detailed report - just in.
Plymouth bridge damage
Craig Munday
Plymouth bridge damage
Craig Munday
Hi Keith
I thought following the drama of the line closure at Lipson Jn due to the bridge strike, I'd put together a piece about the subsequent Single Line working (SLW) when the Down Main reopened next day. Forgive me for not dwelling on the bridge damage itself (pictures excepted), as this is an operational article.
I was working Truro box on Bank Holiday Monday when the news came through of the serious damage to Ashford Crescent between Lipson Jn and Mutley Tunnel. The news was serious with an immediate closure of both lines. As Duty MOM for the area next day, I would be responsible, along with the team in Plymouth panel, in instituting Single Line Working over the Down Main line between Plymouth East and Laira Jn if one line reopened as was forecast.
I collected the Ford Ranger from St Blazey and headed off at first light and arrived in Plymouth Panel box to news that the P Way had applied stretcher bars on the Down Main, and they were confident to open that line at 5mph over the structure. .
The next section focuses on the detail involved in instituting SLW, so forgive the long passage. In the first instance a Pilotman is appointed. This is an experienced person from the operations department, usually a MOM / LOM or relief Signaller. This person is responsible for setting it up, and must personally authorise any movement which fouls or traverses the section for the duration. There are a couple of exceptions to this, but we wont dwell on these now! Drivers are furnished with a ticket giving full details of the route ahead. This includes and speed restrictions (we had one here for the bridge), which signalling equipment to look out for, obey or disregard, and crucially where the handsignalman with be provided (if one is). The handsignalman is appointed opposite the controlling signal on the closed line and displays a yellow handsignal as authority to cross back over to the correct line. The information is very detailed for trains in the wrong direction (as there are no fixed signals to obey), but less so in the right direction, where all the appropriate signals can be worked normally once the Pilotman confirms to the panel that the driver has their SLW ticket to proceed. The Pilotman may send trains through, but must ride with the last one in that direction to bring the next one through. It's a bit like a convoy system you see on roads, when you follow the vehicle though single sections during road works.
It is key when implementing SLW to provide a robust plan that allows the maximum number of services to traverse the section with the minimum of difficulties. Crossovers that preclude setting back moves are always preferable, as setting back moves are time consuming. Fortunately, we were provided with ideal crossovers at Plymouth East, just prior to the tunnel mouth at Mutley, and one at Laira Jn - which would become facing for Up trains on the Down Main at Laira Jn.
This was an ideal situation in the circumstances, operationally however, it ruled out the junction at Lispon as trains would run through the section only, rather than branching off or joining at the intermediate points. All moves to and from Laira depot would be required to run via Laira Jn and reverse. Therefore the Control and Signallers in Plymouth would need to plan theses adhoc movers or the Pilotman could become "Wrong ended" as we call it. The timetable allowed a fairly simple one in each direction flow which was ideal. There was time to dwell at the Laira end (out in the elements) rather than in Plymouth station. Clever platforming allowed a cross island change for most trains which kept things moving nicely. Almost all the services were class 800/802 GWR Hitachi trains which was great for joining and giving the crews plenty of space in the large cab.
The SLW began just after 08.00 on the Tuesday morning, and would run until the Up line was reopened. There was no need for a Pilotman during the small hours of the night as there were no booked services.
With thanks to an intricate repair job on the bridge by specialist contractors, the news is great that both lines will be open by the weekend. The railway really pulled together during the disruption. From GWR station staff and traincrew, our Signallers at Plymouth, Delivery Unit (Pway / S&T) and other operations staff a steady stream of nine and ten car trains ran from the South West to Paddington.
I thought following the drama of the line closure at Lipson Jn due to the bridge strike, I'd put together a piece about the subsequent Single Line working (SLW) when the Down Main reopened next day. Forgive me for not dwelling on the bridge damage itself (pictures excepted), as this is an operational article.
I was working Truro box on Bank Holiday Monday when the news came through of the serious damage to Ashford Crescent between Lipson Jn and Mutley Tunnel. The news was serious with an immediate closure of both lines. As Duty MOM for the area next day, I would be responsible, along with the team in Plymouth panel, in instituting Single Line Working over the Down Main line between Plymouth East and Laira Jn if one line reopened as was forecast.
I collected the Ford Ranger from St Blazey and headed off at first light and arrived in Plymouth Panel box to news that the P Way had applied stretcher bars on the Down Main, and they were confident to open that line at 5mph over the structure. .
The next section focuses on the detail involved in instituting SLW, so forgive the long passage. In the first instance a Pilotman is appointed. This is an experienced person from the operations department, usually a MOM / LOM or relief Signaller. This person is responsible for setting it up, and must personally authorise any movement which fouls or traverses the section for the duration. There are a couple of exceptions to this, but we wont dwell on these now! Drivers are furnished with a ticket giving full details of the route ahead. This includes and speed restrictions (we had one here for the bridge), which signalling equipment to look out for, obey or disregard, and crucially where the handsignalman with be provided (if one is). The handsignalman is appointed opposite the controlling signal on the closed line and displays a yellow handsignal as authority to cross back over to the correct line. The information is very detailed for trains in the wrong direction (as there are no fixed signals to obey), but less so in the right direction, where all the appropriate signals can be worked normally once the Pilotman confirms to the panel that the driver has their SLW ticket to proceed. The Pilotman may send trains through, but must ride with the last one in that direction to bring the next one through. It's a bit like a convoy system you see on roads, when you follow the vehicle though single sections during road works.
It is key when implementing SLW to provide a robust plan that allows the maximum number of services to traverse the section with the minimum of difficulties. Crossovers that preclude setting back moves are always preferable, as setting back moves are time consuming. Fortunately, we were provided with ideal crossovers at Plymouth East, just prior to the tunnel mouth at Mutley, and one at Laira Jn - which would become facing for Up trains on the Down Main at Laira Jn.
This was an ideal situation in the circumstances, operationally however, it ruled out the junction at Lispon as trains would run through the section only, rather than branching off or joining at the intermediate points. All moves to and from Laira depot would be required to run via Laira Jn and reverse. Therefore the Control and Signallers in Plymouth would need to plan theses adhoc movers or the Pilotman could become "Wrong ended" as we call it. The timetable allowed a fairly simple one in each direction flow which was ideal. There was time to dwell at the Laira end (out in the elements) rather than in Plymouth station. Clever platforming allowed a cross island change for most trains which kept things moving nicely. Almost all the services were class 800/802 GWR Hitachi trains which was great for joining and giving the crews plenty of space in the large cab.
The SLW began just after 08.00 on the Tuesday morning, and would run until the Up line was reopened. There was no need for a Pilotman during the small hours of the night as there were no booked services.
With thanks to an intricate repair job on the bridge by specialist contractors, the news is great that both lines will be open by the weekend. The railway really pulled together during the disruption. From GWR station staff and traincrew, our Signallers at Plymouth, Delivery Unit (Pway / S&T) and other operations staff a steady stream of nine and ten car trains ran from the South West to Paddington.
Bridge damage at Plymouth (A) 31st August 2021 Copyright Craig Munday
Bridge damage Plymouth (B) 31st August 2021 Copyright Craig Munday
Singe line working at Laira Junction (1) 31st August 2021 Copyright Craig Munday
Singe line working at Laira Junction (2) 31st August 2021 Copyright Craig Munday
Many thanks to you Craig for your extensive and detailed report which was received at 19.10 today and on line for 19.40. You do a grand job bother for Network a=Rail and the CRS.
It certainly looks as if the CRS trip to Paignton tomorrow should have no problems,
It certainly looks as if the CRS trip to Paignton tomorrow should have no problems,
The CRS
Paignton & Kingswear Trip
Paignton & Kingswear Trip
John Ball writes :- I've gone to the GWR website and our planned trains (08.15 from Penzance and back at 20.53) all seem to be OK; at least not cancelled as of now.
I was at Plymouth yesterday,trains west of Plymouth seemed to be running normally and some onward trains were going over the affected bridge; I think one an hour in each direction over one track. By Saturday, work on the bridge may well have restored normality.
Fingers crossed!, John
I was at Plymouth yesterday,trains west of Plymouth seemed to be running normally and some onward trains were going over the affected bridge; I think one an hour in each direction over one track. By Saturday, work on the bridge may well have restored normality.
Fingers crossed!, John
Weather Forecast for the 4th September
A small chance of rain, sunny afternoon, feels like 60 deg F, wind 12 MPH.
A small chance of rain, sunny afternoon, feels like 60 deg F, wind 12 MPH.
Never too late
Andrew Triggs
Andrew Triggs
Shots enclosed from Bank Holiday Monday, delayed getting them to CRS as I was one of the unfortunate people who were heavily delayed getting back home after the bridge strike outside of Plymouth, won't go into already covered details bar getting back to Penzance at 00.10am and a 3 hour wait at Totnes, the joys of Rail photography eh?
All the Best
Andrew
All the Best
Andrew
1. 43046 (with 43055) heading for Kingswear working 1Z50 06.36 Peterborough-Kingswear 'Devonian Pullman' on Goodrington Bank. 31st August 2021. Copyright Andrew Triggs
2. 43055 (with 43046) passing through Newton Abbot working 1Z51 17.25 Kingswear-Peterborough Return 'Devonian Pullman 31st August 2021 Copyright Andrew Triggs,
3. Resident P&DR Loco No.75014 'Braveheart' working the 11.45 Paignton-Kingswear service on Goodrington Bank. 31st August 2021. Copyright Andrew Triggs.
4. GWR 'Prairie' No.5526 approaching Kingswear with the 14.15 from Paignton. 31st August 2021. Copyright Andrew Triggs.
Many thanks Andrew - at least you got home, if somewhat late.
Delayed at
Newton Abbot
Dennis Clarke
Newton Abbot
Dennis Clarke
With the ongoing problems with the bridge strike at Plymouth, 43207 and 43366 terminated at Newton Abbot today and formed the 13:06 departure for Edinburgh. A fatality on the Reading to Westbury area also caused many delays today. Here’s a couple of pictures of the Cross Country HST amongst the station trolleys, Regards, Dennis
(Message Recd at 13.14 on the 2nd September 2021).
(Message Recd at 13.14 on the 2nd September 2021).
4366 at the Edinburgh end. 2nd September 2021. Copyright Dennis Clarke.
43207 looks towards Plymouth but Newton Abbot was as far as it got. Say it with flowers. 2nd September 2021. Copyright Dennis Clarke.
Say it with flowers - many thanks Dennis
Weekend engineering at
Burngullow
Alan Peters
Burngullow
Alan Peters
Engineering work at Burngullow on the Parkandillack branch this weekend will see both Freightliner and Colas trains to Cornwall
6Y41 Freightliner Friday 03/09/21 Dep 19:35 Westbury - Burngullow Arr 00:01, departs Saturday 04/09/21 Dep 17:55 Burngullow - Westbury, booked class 66 and 11 Falcon wagons
Realtime Trains - FRGT 1935 Westbury Down T.C. to Burngullow Jn (Down train times)
6C22 Colas Friday 03/09/21 Dep 17:10 Westbury - Burngullow Arr 23:25, departs Sunday 05/09/21 Dep 08:00 Burngullow - Westbury, booked class 66 and 7 Falcons wagons and 3 Salmon wagons
Realtime Trains - FRGT 1710 Westbury Down T.C. to Burngullow Jn (Down train times)
6C23 Colas Friday 03/09/21 Dep 20:48 Westbury - Burngullow Arr 01:00, departs Saturday 04/09/21 Dep 09:55 Burngullow - Westbury, booked top and tail class 66's and 10 Falcon wagons
Realtime Trains - FRGT 2048 Westbury Down T.C. to Burngullow Jn (Down train times)
Alan Peters
6Y41 Freightliner Friday 03/09/21 Dep 19:35 Westbury - Burngullow Arr 00:01, departs Saturday 04/09/21 Dep 17:55 Burngullow - Westbury, booked class 66 and 11 Falcon wagons
Realtime Trains - FRGT 1935 Westbury Down T.C. to Burngullow Jn (Down train times)
6C22 Colas Friday 03/09/21 Dep 17:10 Westbury - Burngullow Arr 23:25, departs Sunday 05/09/21 Dep 08:00 Burngullow - Westbury, booked class 66 and 7 Falcons wagons and 3 Salmon wagons
Realtime Trains - FRGT 1710 Westbury Down T.C. to Burngullow Jn (Down train times)
6C23 Colas Friday 03/09/21 Dep 20:48 Westbury - Burngullow Arr 01:00, departs Saturday 04/09/21 Dep 09:55 Burngullow - Westbury, booked top and tail class 66's and 10 Falcon wagons
Realtime Trains - FRGT 2048 Westbury Down T.C. to Burngullow Jn (Down train times)
Alan Peters
Many thanks Alan, we'll no doubt in due course find out where the work is taking place.
Picture from the past - climbing the bank to
Exeter Central
Paul Barlow
Exeter Central
Paul Barlow
33107 on the 14.28 Exeter to Waterloo approaches Exeter Central on the bank from St Davids. 27th August 1979. Copyright Paul Barlow
Many thanks Paul
An appeal for picture of a diesel banking freight from
Exeter SD to Central
Ken Mumford
Exeter SD to Central
Ken Mumford
Hello Keith,
Through the CRS website can I ask if anyone has a photo that I'm sure I;'ve seen SOMEWHERE - but where? - of a diesel loco [a class 50?] banking a freight train [Meldon Quarry? i vaguely remember?] up the bank to Exeter Central. I need it for the continuation of my DEVON BELLE PowerPoint presentation, please.
Naturally credit for it will be given in the final version of that presentation.
Many thanks, Ken (Mumford)
Through the CRS website can I ask if anyone has a photo that I'm sure I;'ve seen SOMEWHERE - but where? - of a diesel loco [a class 50?] banking a freight train [Meldon Quarry? i vaguely remember?] up the bank to Exeter Central. I need it for the continuation of my DEVON BELLE PowerPoint presentation, please.
Naturally credit for it will be given in the final version of that presentation.
Many thanks, Ken (Mumford)
Ken, there is a picture, courtesy of Michael L Roach, of steam banking a passenger train up the bank - this is in our Exeter to Exmouth Junction section. I can certainly remember steam banking away from ESD. Maybe Roger Winnen has a picture?
Disturbed nights?
Paul Roach
Paul Roach
We expect that Paul, who has a good view of the main line from his property, will be awake during the night and sleeping by day!!
Thanks Paul - still a rail enthusiast?