Train Truckers

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Steve M
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Re: Train Truckers

#11

Post by Steve M » Sat Aug 31, 2019 3:00 pm

I’m sure that I read somewhere that even if a loco has visited before, Network Rail have to inspect and declare the route ‘in gauge’ for each planned journey.
I’m sure the Bluebell lost a guest loco recently even though it had been there in the previous couple of years - I may be wrong.
Deja Moo: The feeling that you've heard this bull before. ;)

cheshire lines
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Re: Train Truckers

#12

Post by cheshire lines » Sun Sep 01, 2019 1:46 pm

I enjoyed the programme.
With regard to the title, as well as showing the movement of Britannia from Crewe to Kidderminster, they also showed a refurbished London Underground battery electric two car set from somewhere in the midlands to the Bowness & Kinneil Railway in Scotland, so I guess that technically the programme title is correct. Having said that I suspect that the programme makers don't really appreciate the difference between a locomotive and a train.
With regard to the reasons for road haulage rather than taking it by rail, I suspect it is a question of cost in most cases. Another factor may be the lack of available paths etc. Back when BR had 'common carrier' status, they were obliged to take anything from anywhere to anywhere on the network, but that hasn't been the case for decades.

I remember driving across the North Yorkshire Moors one dark and misty evening a few years ago and being surprised to see a diesel loco emerging from the mist. It turned out to be on a low-loader, presumably on its way to the NYMR.

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LC&DR
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Re: Train Truckers

#13

Post by LC&DR » Sat Sep 07, 2019 1:47 pm

Anything that moves on the national railway has to be approved and inspected to make sure it complies with the appropriate Group Standards, which are the 'rules' that must be applied to all rail vehicles. The standards required for safety sets out compatibility for wheels, brakes, couplings, and such like. The Train Operating Companies look after their own stuff, but privately owned vehicles (including locomotives) have to get an approved compliance body to carry out the inspection. The Group Standards are issued by the Rail Safety and Standards Board. There are a number of companies who do certified inspections.

Most heritage railways look after their own affairs all the time trains are operating on their own railway, but if it has to go on to the national network the rules are much more rigorous, and expensive to achieve. It is therefore usually cheaper and quicker to get Allely, Heanor or one of the other haulers to take them by road. The different heritage railways usually agree between themselves about safety standards, although there are a set of guidance issued by the Office of Rail and Road for heritage railways which they normally try to adhere to.

Any train including steam hauled that actually operates on the national network needs a load of systems not normally found on heritage lines, such as Train Protection and Warning System, High Intensity Headlight, Central door locking etc. Drivers have to be properly certificated.

One other issue of course is not all heritage railways are physically connected to the national network.

New trains not yet 'type approved' also have to be taken by road, until approval has been given. The second episode of Train Truckers included a movement of a new 195 unit from Bristol to Liverpool where it could be got ready for type approval.

All in all a good programme. There is the usual 'drama' beloved by film makers where almost insurmountable difficulties have to be overcome, but the guys who do the moving are real experts and I am sure away from the cameras take most of it in their stride.
LC&DR says South for Sunshine

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