On Track Machine

[TheSlash]

After the weekend, i have realised that Maintenance is taking the wrong approach to Tampers and similar

As soon as a Tamper, Rail Grinder or Stone Blower is in the possession, a panic, almost hysteria, descends.
People work themselves into a frenzy about getting it out on time. The crew create havoc about where they want to exit the possession, usually the shortest route back to depot.
As a result, production is lost as worksites are shifted around to suit the machine.
I think we are taking the wrong approach by planning for a Tamper to start and finish from it's home depot each night.
In the Outer London area, there are so many carriage sidings, cripple sidings, engineers sidings, that we are spoilt.
We could plan for these machines to berth there during the week. This would increase productive time and prevent the problems with the machine becoming trapped in the possession by On Track Plant, or defect rail sites {waiting for welds}.
Also, we have all these emergency cross overs dotted around, yet we never use them?
Whilst i appreciate that some are Ground frame operated and that baffles the modern safety culture by telling somebody to pull a lever next to the points, some of these cross overs are motorised. If the signalman can't operate the points, then there are plently of point winders floating around.

Common sense? That will never catch on

 

[Old Timer]

Network Rail has never in its whole history understood how to make the best use of tampers and stoneblowers.

It was heartening to know that a very experienced man was brought in about 18 -20 months ago to try to make sense of it all, but unfortunately he does have his work cut out.

The first myth is that running a tamper through an area of poor track repairs the problem. It does not not solve anything because it is addressing the symptom not the problem.

Secondly tampers and the area within which they are going to work should be meticulously planned and prepared. A proper survey should be undertaken to identify the start and finish points. Sufficient stone needs to be provided, and the sleeper ends cleared in advance. How many times have we seen tamping cancelled because to run it would cause the track to be pulle dup out of the ballast !

Cables and other obstructions should be removed, diverted or otherwise marked.

A proper track geometry front offset file should be prepared and loaded, and the TQS should have visted the site in advance and be aware of what is required and what the nature of the problems are.

Network Rail completely fail to understand that putting a tamper through an unprepared worksite is actually detrimental to the track in that area. They also believe that a tamper will repair/remove all sorts of track geometry issuse. IT WILL NOT.

It is a complete waste of time and indeed unsafe to put a tamper through an area where vertical alignment is an issue until the cause of the problem has been resolved.

Another issue which NR seem unable to grasp is that sending a tamper unplanned onto a newly renewed section of track is both detrimental to the track as well as Contractually removing the Contractors Liability period.

Experience has also shown that tampers are sent into areas where access can be gained simply to improve the statistics in a Maintenance area. In many cases they are sent in on the opposite line (sometimes on the same line), as a proposed track renewal and then having tamped the track they have destroyed the design relative measurements for the track renewal. This incurs a further survey, and a redesign adding cost onto the track renewal.

There are many, many more such issues that the mismanagement of tampers create but these are for the technically aware rather than for here.

Properly planned, for example as in The Netherlands, tampers can be a useful maintenance tool, however in the hands of Network Rail they are nothing but a liability.

 

[TheSlash]

However did you guess we were tamping wetbeds?

 

[Flyboy]

Can I interject with a question here, purely from a layman's standpoint. I often drop off my girlfriend at our local station (well, more of a halt) and over the past 12-18 months I've been concerned by a small section of rail (a couple of metres in length) which moves vertically by a considerable amount (my POV) every time a train wheel passes over it. If you look at the section of rail you can see, due to oxidation, that train wheels are only contacting the rail in that small area for 25% of the rail width.

The problem appears to be a simple lack of ballast under that section, but in the time I've been watching this bit of rail there seems to have been several repairs carried out EXCEPT filling the ballast void. Firstly I saw it was welded, then the section of rail was replaced whilst the Medge Hall possession was in force, then it was welded again a few weeks after, and now there's a reinforcing plate where the weld was initially, but still the ballast void is present and the rail moves up and down under load.

What's going on? Should I be pointing this out to someone?

I ask on this topic because there is frequently on-track machinery buzzing up and down the line doing something or other, once or twice per week.

 

[Old Timer]

The scenario you are describing suggests a section of jointed track which has had the fishplate joint welded and then itself has been replaced by a new section of rail.

Assuming this to be the case, the situation you are describing is called "voiding". This occurs when the ballast at the rail joint starts to break down under the wheel impact forces caused as the wheel moves across the rail joint.

These downwards forces cause the ballast to break down and crumble over time. The dust left attracts and retains water, becoming an abraisive paste This will be seen by a lightish coloured staining of the sleeper ends/sides and possibly the rail base. This is known as a "wet spot"

The extremity of the rail end will also become distorted downwards which will be seen as a small section with no wear on it whatsoever.

This process causes damage on an exponential scale (i. e. it increases at a faster and faster rate) until eventually one or sometimes a combination of the following events occur :-
a) the fishplate(s) crack and break ;
b) the rail within the fishplated area fractures and breaks off ;

As each wheel passes over a deteriorating joint, it will "bounce" ever so slightly and then reimpact on the rail further along. This impact force will become greater over time, and as the joint deteriorates and at some stage will in itself cause the wheel to bounce again. This phenomenom is know as "wheel off-loading".

What happens over time is that you end up with a whole series of dips in the rail which cause the vehicles in a train to bounce. These dips will be repeated at set intervals which are related to the types of vehicle passing over the line and are known as "Cyclic Top". In due course the bouncing motion of the vehicles will lead to one becoming derailed.

Here is a picture of cyclic top that has started off from a rail joint.

The solution is to firstly ensure that regular maintenance is given to the rail joint sleepers.

When the ballast starts to fail it should be dug out and replaced, and the running top surface made level.

If necessary the whole are of the joint may need to be excavated and repaired.

It would appear that the rail joint was welded without any attention being given to the cause of the fault. Over time, because a weld is a weakness in the rail, the welded joint has failed. A new section of rail has then been installed but because the root cause of the voiding has not been remedied, the track is still moving.

The plates you are referring to will be "Emergency Plates", which are secured by either four or two under rail G-Clamps. These are used where a section of rail has failed an ultrasonic scan and their purpose is to prevent the rail break apart under stress.

A common practice in Network Rail is to run a tamping machine through wet spots which demonstrates a fundamental lack of understanding as to track maintenance, track behaviour, and track failure mechanisms.

As the tamper passes through it will cause the underlying ballast to be disturbed, however the effect will be to actually increase the failure of the ballast formation as there is insufficient balalst support and pretty soon after tamping, the track will revert to its previous position, but this time the disturbed ballast will itsself then be abraded and damaged by the ingress of water.

Tamping achieves nothing, and never will do until the cause of the voiding is remedied.

If I can find some picture of failed joints I will post them before going away for the weekend.

I hope this explanation has not been too technical.

 

[Flyboy]

Thanks OT for that explanation, technical yes, but I managed to understand it. Your photo looks quite alarming, how would that be rectified? replacing the entire track area as far as the distant trackside building?

I'll perhaps take a photo of the section I mentioned to give a clearer picture.

 

[Old Timer]

This section is showing classic signs of formation failure.

In my opinion work is required here now to stop any further deterioration. A stone drop and a survey design tamp and lift would be a priority here provided there are no wetbeds.

Having allowed the track to deteriorate to such a degree, the long term solution will require a full formation dig, and reballast, as for reasons we still do not fully understand, the formation will retain this track profile in its "memory" and will fail again in the same way.

This phenomenom is known as "Ballast Memory" and all we know is that to rectify it we have to excavate below the formation into the sub-grade and rebuild upwards.

 

[Flyboy]

Fascinating!

 

[Vlad the Impaler]

Greetings all!

Blockjoint,

I think the frenzy about getting rid of the tampers etc is driven by the fear of an over run and all the flak that will follow that (and the cost of the delay minutes)!! We are usually told (as soon as we arrive - but then at least everyone knows the score) when we have to be back at the dets by or back in a siding if thats within the block - and thats usually a good half hour or more before the end of the block.

Add to the time at the end, how long it takes the OTM to transit in and out (when will they learn that a 20 mile block with one worksite starting just after the PLB at each end and the tamper working in the middle will end in tears??:eek. Also the time it takes to take the possession, set up worksite etc.

Take your average weeknight possession probably runs from 0000 or 0100 ish, to say 0500. Factor in the above time losses, does not leave long to tamp etc and they wonder why the planned mileages do not get done.

Granted the weekend blocks are usually longer, but the usual time losses still occur...with a few more...(who has the worksite marke boards then??? who is going to put them up etc....). Also more being crammed so takes us half the night to get to the start point!!

All us tamper crews do is put the kettle on, no frenzy on board (apart from on our mob, one or two who get in a tizzy and work themselves towards a heart attack). We get back when we get back - the crew should have looked at the runnings and worked things out beforehand!!!


As for sidings, you say we are spoilt.....sidings nearby are great (we can be out, tamp, back in and away). However, not all are suitable...some places the OTM will have no cable left on it the next night, the FOC/TOC may object to us dumping an OTM there as it stops them playing trains, it may have no access for crew/fitters/fuellers. Or could simply be signed out of use by NR, no one to work the GF for it, or the track is so knacked it cannot take an OTM!! Or the latest one, neighbours complaining about the OTM's coming and going and the noise they create...bet the railway was there before they were


But agree with you, common sense and NR (assisted by the safety taliban) are two seperate groups on a Venn Diagram

 

[Donny Dave]

The scenario you are describing suggests a section of jointed track which has had the fishplate joint welded and then itself has been replaced by a new section of rail.

Assuming this to be the case, the situation you are describing is called "voiding". This occurs when the ballast at the rail joint starts to break down under the wheel impact forces caused as the wheel moves across the rail joint.

These downwards forces cause the ballast to break down and crumble over time. The dust left attracts and retains water, becoming an abraisive paste This will be seen by a lightish coloured staining of the sleeper ends/sides and possibly the rail base. This is known as a "wet spot"

The extremity of the rail end will also become distorted downwards which will be seen as a small section with no wear on it whatsoever.

This process causes damage on an exponential scale (i. e. it increases at a faster and faster rate) until eventually one or sometimes a combination of the following events occur :-
a) the fishplate(s) crack and break ;
b) the rail within the fishplated area fractures and breaks off ;

As each wheel passes over a deteriorating joint, it will "bounce" ever so slightly and then reimpact on the rail further along. This impact force will become greater over time, and as the joint deteriorates and at some stage will in itself cause the wheel to bounce again. This phenomenom is know as "wheel off-loading".

What happens over time is that you end up with a whole series of dips in the rail which cause the vehicles in a train to bounce. These dips will be repeated at set intervals which are related to the types of vehicle passing over the line and are known as "Cyclic Top". In due course the bouncing motion of the vehicles will lead to one becoming derailed.

<snip>

Sorry to drag this topic up again, but ....

This report on the RAIB website goes into detail about a derailment which happened in near enough the same circumstances.

 

[Flyboy]

During a pleasant walk out in the snow this evening my girlfriend and I called off at Crowle station and I positioned myself on the platform (instead of at the entrance gate where the suspect section of rail is located) to get a 'down the line' view of any passing trains. After about 5 minutes a Freightliner Heavy Haul passed and there was a marked bounce in the loco and each hopper as they passed over the suspect section - as OT pointed out earlier with the accompanying photo.

So when I returned home I sent a brief email to Network Rail outlining my concern. I'll update the situation if they reply.

In the grand scheme of things it's probably a very minor thing to them, but I think it's definitely worth reporting. The section of rail is immediately adjacent the foot crossing infill boards.

 

[Donny Dave]

Yet during the blockade last year, NR renewed a lot of track and pointwork between Scunthorpe and Medge Hall. Obviously, not at Crowle itself though.

 

[ungreat]

During a pleasant walk out in the snow this evening my girlfriend and I called off at Crowle station and I positioned myself on the platform (instead of at the entrance gate where the suspect section of rail is located) to get a 'down the line' view of any passing trains. After about 5 minutes a Freightliner Heavy Haul passed and there was a marked bounce in the loco and each hopper as they passed over the suspect section - as OT pointed out earlier with the accompanying photo.

So when I returned home I sent a brief email to Network Rail outlining my concern. I'll update the situation if they reply.

In the grand scheme of things it's probably a very minor thing to them, but I think it's definitely worth reporting. The section of rail is immediately adjacent the foot crossing infill boards.

They wont do frig all

 

[boing_uk]

They wont do frig all

Thats true. I am still waiting 6 months later for any contact with regards to one of their bridges we are having problems with; and that is from a local authority!

 

[Flyboy]

As I pointed out in my original post above I think that they did do some work in that area, but for one reason or another they didn't fix the problem that I speak of. Is there a machine that will detect this sort of thing?

ungreat & boing - you may be right, I've had no reply yet.

 

[Old Timer]

As I pointed out in my original post above I think that they did do some work in that area, but for one reason or another they didn't fix the problem that I speak of. Is there a machine that will detect this sort of thing?

ungreat & boing - you may be right, I've had no reply yet.

The NMT and loco hauled variants will detect such issues, but in fairness to the Maintenance lads here, thye are fighting a losing battle, where they are no longer maintaining but simply responding to ever greater faults and track quality issues as identifed by those trains.

I imagine that your track fault will be pretty low on the radarr until it becomes a bigger problem, requiring not only a response but by then will inevitably have deteriorated to become a much bigger issue which will recur taking up valuable maintenance resources, and so the rolling snowball grows that much bigger.

Sorry to appear negative but I suspect that is what the Maintenance guys will tell you.

We do have enormous sympathy for those guys, here on the Renewals side and professionally we do try to do odd little bits to help out, but there is only a little we can do in a very much bigger picture, and if we get found out helping, I get my budget cut back for that particular work.

 

[Flyboy]

I received a reply from one of Network Rail's Community Relations Advisors today :

"Thank you for your recent e-mail concerning the condition of the track at Crowle Station.

I can confirm that your concerns have been raised with our Maintenance Team for consideration. I have now been advised that they are planning an inspection of the site tomorrow and will take appropriate action based on their findings. I can confirm that regular track walks are carried out as a matter of course to inspect the track and any faults identified and rectified as soon as possible."

 

[Lengthman]

It used to be the case that we reported everything that we saw on our regular patrols even the minor faults, these faults if left for long enough can become a very big headache. NWR in their wisdom decided to change what we should be reporting, now its only faults affecting the safety of the line within the next 4 weeks. All other faults should be picked up & planned by a section manager on one of their patrols(not as often as ours). Not sure if this is more for NWR stats, so they can tell everyone that the faults are fewer and they are doing a great job.
As has already been said the guys in the maintenance squads are being piled with more work, have less possession time and soon to be less men. We are just about to hear the final figures for a re-organistaion, which will change boundaries and headcounts. We have previously been told that 3 sections with approx 70 people would amalgamate into 1 depot with 35 posts to cover the same mileages and workload.

The figures dont stack up, but I'm sure the stats can be manipulated to appear rosey on the outside.

 

[Old Timer]

Some people will believe anything and sadly the gentleman who is Dr BChing in Private Eye, whom I know, believes everything that NR feed him.

The Trade Unions also have a schizophrenic problem with NR in that they got what they wished for, and so are emasculated from making comments about what is really going on, because Politically it would be embarrassing. Labour of course knew this which is why the TUs are in such a pickle right now.

Political dogma is actually killing their members and they are doing sweet FA about it

As they say be careful what you wish for lest it becomes true.

 

[Inverness_App]

sadly all this is true and the state of our railways is getting worse.
me been an apprentice every time i am down at the college at HMS Sultan i get my head filled with all the crap about how network rail are striving to be a world class company when in reality its all a load of crap. penny pinching managers only looking out for their own jobs and when anything goes wrong it falls on the man at the lowest level trying his hardest to do a good job with very little resources. and still they are going to cut more jobs.

they say we have a maintenance department but i cant remember the last time we did any maintenance apart from oiling the slidechairs on the points every week. everything we do is reactive to faults. and until it becomes a problem nothing is done.

when will the people upstairs understand that preventative maintenance is more cost effective than reactive maintenance??????????

after posting this and reading it over i think i should have started a new thread for this

 

[jopsuk]

Inverness App: I can assure that's not just a railway industry problem. "Maintanence" where I work is now primarily reactive. Our engineering department was first slashed (getting rid of, amongest others, the people dedicated to my building) and then outsourced. Planning work becomes almost pointless sometimes.

 

[Flyboy]

If things are that bad isn't it time to go straight over the Managements' heads at Network Rail in a 'whistle-blower' fashion? I believe Lord Adonis did recently issue a warning to Network Rail regarding any sort of negative impact their planned redundancy figures would have on maintenance.

 

[Old Timer]

No one in Labour is listening, not even to their own members and Trade Unions. :roll:

Here is what the TSSA union has to say.

TSSA protests about safety cuts

Your union’s Executive Committee has heard increasing numbers of members and Reps concerns about the impact on safety of Network Rail’s cost cutting agenda.

The majority of these fears revolve around the amount and speed of reorganisations within the company. NR continues to force through changes that reduce staffing levels without clearly identifying who will carry out vital work.

These constant reorganisations are leading to the loss of experienced staff, which in your union’s view poses a very real threat to the future safe management of the infrastructure. It appears that proposed changes are consistently driven by cost cutting targets and not by the desire to make the infrastructure safer.

The current maintenance reorganisation

Network Rail have announced the loss of 1800 safety critical jobs without a detailed explanation of how this can be achieved without compromising safety. This is simply not on! As so often recently NR are cutting jobs to deliver a financial target and then hoping that those left behind can pick up the pieces. This relies on the goodwill of the staff dedicated to the railway but many TSSA members feel they can literally do no more.
NR is even refusing to allow your senior safety reps to examine the safety implications of the reorganisation.

Your Reps know that many of NR’s systems for controlling infrastructure maintenance, including statutory obligations, are not fully up-to-date. They believe that if an honest assessment of maintenance requirements for the entire railway was made, it will undoubtedly conclude that additional investment – not job cuts – is needed.

Centralisation

Network Rail are forging ahead with their plan to establish a National Centre in Milton Keynes. Already our members in National Delivery Service, parts of Operations and Train Planning are affected by this drive to centralise. This project has, and will continue to, lose valuable knowledge of the infrastructure – and this will be lost forever. Your reps are seriously concerned about the safety implications of these plans.

What else are your reps concerned about?

• A whole host of other issues are contributing to the safety fears of your reps:
  Phase 2a - NR’s attempt to ‘simplify’ its maintenance organisation has resulted in vital work just not being carried out and continuity of work and documentation being broken. Many experienced staff lost their jobs.
  [*]Assessment in the Line - Your Reps think this computer-based system is a substandard method of reassessment of track safety skills and still cannot fully assess all the necessary disciplines.
  [*] NR has not justified its proposal to remove detonators from possessions. Your reps are concerned that this may expose staff and passengers to greater risk. They are a necessary safety measure of last resort.
  [*]Network Rail’s recent policy of deferring the renewal of track and instead carrying out only essential maintenance work is driven by cost, not safety.
  [*]The December West Coast Main Line timetable went ahead in December 2008 without the implementation of ten necessary maintenance requirements . Some of these are still outstanding today - junction lighting, possession efficiencies, isolation efficiencies and new engineering procedures
  [*]As a result of job cuts, multi-functional working has increased. For instance, one worker can be instructed to carry out Engineering Supervisor, Track Quality Supervisor and Machine COSS duties, despite this being contradicted by the Rule Book.
  [*]Your Reps are alarmed at the proposed relaxing of safe limits for ultrasonic assessments – an underlying cause of Hatfield.

NR Directors Bonuses
Your union is also concerned that NR Directors’ bonuses are linked to cost cutting targets. We have recently seen how the culture of bonuses in the City led to massive risk taking - with our money - in pursuit of obscene rewards for greedy bankers. We sincerely hope that NR is not taking risks with the safety of its workers and the travelling public for similar gain.

What next?

Your union makes no assumptions on the direct causes of recent serious injuries and the tragic death of a lookout at Leeds. But, your reps believe the above concerns will make similar instances far more likely in the future.

Your union will be seeking a meeting with NR’s Board of Directors to put your concerns directly to them. We will also be making the Office of the Rail Regulator aware of these issues and your Reps will be continuing to raise these matters at the highest level with Network Rail.

However, perhaps more importantly, your union is about to launch a joint campaign on safety with the RMT. Here is where you come in. We need your support and involvement to ensure that this campaign is a success. Please watch out for further information!

Manuel Cortes - Assistant General Secretary

Pretty damning and no further comments necessary.

 

[Dolive22]

If anyone is thinking of taking Flyboy's advice, the website for Public Concern At Work is http://www.pcaw.co.uk/ . Their site explains the Public Interest Disclosure Act pretty well. If you can only access the web somewhere you don't want to be found looking at the site most public libraries offer free internet access.

The DfT phone number is 0300 330 3000, which is free phone but will show up on your bill. Their postal address is
Department for Transport
Great Minster House
76 Marsham Street
London
SW1P 4DR

The email address for railways policy is [email protected] and the address for Lord Adonis is [email protected] .

The number for the ORR is switchboard 020 7282 2000 / Customer Correspondence Team 020 7282 2018 and the postal address is
Office of Rail Regulation
One Kemble Street
London
WC2B 4AN

I may get some flack for encouraging this, but the trouble makers will make trouble without my help. The sensible people with real concerns might need a little nudge in the right direction.

 

[boing_uk]

What happens over time is that you end up with a whole series of dips in the rail which cause the vehicles in a train to bounce. These dips will be repeated at set intervals which are related to the types of vehicle passing over the line and are known as "Cyclic Top". In due course the bouncing motion of the vehicles will lead to one becoming derailed.

There are certain sections of track between Salwick and Kirkham and between the M55 and Poulton le Fylde which really affect the 142's, rocking them - sometimes quite violently - in a sort of side-to-side oscillation which grows in intensity.

Its worse on some units than others, which leads me to think that its a combination of track, suspension and possibly slightly out-of-round wheels?

**Edit** Forgot to ask, "or is this an example of cyclic top?"

Either way, NWR seem to be constantly treating this line, with new bits of rail grinding every so often - and I think its being tamped fairly often (and given OT's description of how it *should* be done, then its not being done right) which I would guess doesnt help matters. The only reason I suspect this is because the oscillation will disappear overnight, then after maybe three to four weeks it slowly returns. Theres also a new patch appearing just before Preston.

The thing is, its not noticable at all in a bogied vehicle.. its just the 142's that suffer. And their passengers, of course... when I first experienced it, it was quite disconcerting at 70mph, but Ive gotten used to it.

 

[Flyboy]

Hopefully momentum is gathering in regard to NR's cuts :

BBC - RMT and TSSA rail unions urge maintenance cuts rethink

 

[Old Timer]

There are certain sections of track between Salwick and Kirkham and between the M55 and Poulton le Fylde which really affect the 142's, rocking them - sometimes quite violently - in a sort of side-to-side oscillation which grows in intensity.

Its worse on some units than others, which leads me to think that its a combination of track, suspension and possibly slightly out-of-round wheels?

**Edit** Forgot to ask, "or is this an example of cyclic top?"

Either way, NWR seem to be constantly treating this line, with new bits of rail grinding every so often - and I think its being tamped fairly often (and given OT's description of how it *should* be done, then its not being done right) which I would guess doesnt help matters. The only reason I suspect this is because the oscillation will disappear overnight, then after maybe three to four weeks it slowly returns. Theres also a new patch appearing just before Preston.

The thing is, its not noticable at all in a bogied vehicle.. its just the 142's that suffer. And their passengers, of course... when I first experienced it, it was quite disconcerting at 70mph, but Ive gotten used to it.

The sideways motion is called "hunting" and is the response between the vehicle, its wheel profile and the rail. This motion translates to a vertical (and sideways) motion when the rail top is out of vertical alignment.

By nature of their design and light weight the 142s have a pronounced tendency to respond badly to any track imperfections, and even moderately maintained track will cause the vehicle to bounce and hunt, sometimes quite violently when the track is at the limits of its maintenance specification.

As an interesting comparison, the old class 310s (which were built using Mk2 vehicle body shells, rode very well even on poor track. If you had a rough ride on one of those there was definitely a serious track fault.

 

[Donny Dave]

During a pleasant walk out in the snow this evening my girlfriend and I called off at Crowle station and I positioned myself on the platform (instead of at the entrance gate where the suspect section of rail is located) to get a 'down the line' view of any passing trains. After about 5 minutes a Freightliner Heavy Haul passed and there was a marked bounce in the loco and each hopper as they passed over the suspect section - as OT pointed out earlier with the accompanying photo.

So when I returned home I sent a brief email to Network Rail outlining my concern. I'll update the situation if they reply.

In the grand scheme of things it's probably a very minor thing to them, but I think it's definitely worth reporting. The section of rail is immediately adjacent the foot crossing infill boards.

Something is being done, as there was NR crew there as I passed on the 11:10 from Scunthorpe today.

 

[boing_uk]

I had cause to go to MK last weekend, a journey I used to make regularly but less so lately. A number of times southbound at speed the Bendydildo I was on presuably bottommed out on its suspension a couple of times, which was quite disturbing. A huge jolt, both laterally and vertically with a loud thump from the underside.

As I was standing it was probably more noticable, but either way, I was surprised. At 125mph it cannot be doing the PW any good whatsoever.

Similarly on my journey to work, Ive noticed that the number of deviances in the geometry are increasing. For instance in the last couple of months there is a lateral movement of the vehicle in two locations prior to the M61 overbridge westbound toward Bamber Bridge. Also there is a vertical displacement near a culvert that has developed over the last few weeks... noticable as it affects a section of track that was relaid about 18 months ago which until recently had been very smooth.

 

[Old Timer]

There's a developing cess side rail twist fault near Whilton Marina on the Up Old, which should be screaming at NR from the NMT trace.

One day soon, the communication cord will be pulled