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So what are 750VDC trains doing to make all those flashes and that burning smell? EDIT - BTW I think you all mean the Electricity at Work Regulations regulation 7

Not quite - it was the complexities of demolishing and rebuilding the one and only access to said block of flats that was (is) the financially prohibitive bit, long before the civilians got to see it. As with all loops, the specification started at 775m ... until someone pointed out how unlikely...

All part of the original plan, plus a loop at Bamford to regulate with and longer standage round from West to South at Dore should help also.

BINGO! (sorry I'm late).

Iron Horse have (or used to have - can't seem to find them trading) a rigid HIAB truck with three stout goal post trestles of descending heigh that allowed the rails to pass over the truck cab, reducing the overhang (but making it taller) when loaded with 60' rails. I think it carried a light...

Before anyone touches Earles (which is indeed the Sheffield Panel fringe, or hopefully will be) can someone please get DfT to agree pay for including installing the missing facing crossover at the Edale end? Thanks.

But not to DfT's satisfaction or agreement yet; (now very unlikely now the the allowable benefits for transformational schemes was recently reduced). Sorry, but Skipton - Colne is a poor answer in search of a problem.

I think I'd still rather be FPWI than FTI ...

The aim of all this being to spread the load more evenly over the formation, reducing localised high load areas and thus overloading, pumping and other formation symptoms Agree with you under a static load you can more or less stack ballast vertically, but run a DTS on the open track next to...

No, as Tobbes has already said, Bald Rick says it is it is and his post is measured, considered and based in fact. Have you the SOC work to support your statement? No? then you're guessing.

Deeper ballast spreads the load from the sleeprs wider. Modern machines are more or less fully automated.

Becuase spring points (aka hydropneumatic or gas-bag points) aren't fitted as new now and catch points (for unfitted trains) aren't required any more. You did have worked and unworked catch points - there were a worked set near Harecastle on the WCML.

Although historically the permanent way was the rail keys chairs and sleepers, in the same way that the temporary way was also ... some of these distinctions aren't the same as NR's views of who does what, as Bald Rick says. NR has a Track Engineer that covers all things Permanent Way!

But something (92) capable of pulling a decent load at speed is 4MW - 6kA, and it would draw that for long enough to touble the subs, I fear

... and red bonds, because they can be carrying the full traction current return for the section, can kill you if you come into contact with a disconnected one.

Not so much these days - new work has A end at the low mileage throughout

Fixed ;)

I suspect it's a current draw issue - 300A off the 25kv AC is close to 10kA on the DC (yes, I know, but you wouldn't need many heavy freights in a section to trip the breakers)

Doesn't have to be clearly unsafe - the (effective) law of the (railway) land is ALARP, as (with your reputed credentials) you will well know. Does the operation of toekn or staff handover on the move have hazards? Yes it does. Do similar hazards cause harm? Yes they do. Could those hazards be...

Did you specialise in the Army? Does that have any good transferable skills (driving / logistics / signals etc.). Why just NR - there are civils contractors, survey companies and plant hire specialists as well.