Some footage courtesy of Guard_amos. More masts going up between Ince and Hindley. All this work must be taking place during the night...
Just as well it's a long way from Stoats Nest Junction. Those two wouldn't get along.Cynical but sadly quite a bit of truth to it sadly. (imho)
Its Crow Nest - I used to say Crows nest all the time!
The ones on that corner popped up recently, along with some more closer to Hindley station, and plenty of the "arms" (my wording, probably not correct technical language) have been put on ready to swing into position.Some footage courtesy of Guard_amos. More masts going up between Ince and Hindley. All this work must be taking place during the night...
That is quite a comprehensive update.They have submitted plans for the raising of the grade 2 listed "deep pit" footbridge by a metre.
You can follow the link on this page foe more info:
And it’s good to see momentum really picking up on this after an (apparently) slow start.That is quite a comprehensive update.
Presumably 23m because 323s (22.8m), which is the main reason they need to be extended in the first place (323s have no SDO).
This is one of, if not the best example of NR project communications. Of course real test is that the local residents receive and are aware of it and find it useful. From the outside it does seem that many other projects are not very good at this sort of thingThey have submitted plans for the raising of the grade 2 listed "deep pit" footbridge by a metre.
You can follow the link on this page foe more info:
So an overlap run I assume which makes sense.I don’t know if it’s already been reported but there are a few masts (about 5) erected on the line to Wigan Wallgate just after the junction at northwestern.
So an overlap run I assume which makes sense.
Is that the same OHLE series as they are using on the MML?Quite a few masts had registration arms attached when I went through yesterday - work seems to be progressing very well.
Basically - there's very little difference between UKMS & Series 2 (which is what NWEP used).Is that the same OHLE series as they are using on the MML?
Thank you. It looked very different somehow, but I couldn't put my finger on it.Basically - there's very little difference between UKMS & Series 2 (which is what NWEP used).
It seems the norm on the MML now, also. I wonder how many times in the past 50 years the OHLE has been brought down by a truck hitting one of the masts?Is it normal to have a protective barrier around each stanchion? I don't recall it on older schemes. Or is it yet another thing that adds cost to schemes?
That location is mostly like a compound/vehicle access point, so the barrier is to protect the structure from vehicle movements.Is it normal to have a protective barrier around each stanchion? I don't recall it on older schemes. Or is it yet another thing that adds cost to schemes?
Is it normal to have a protective barrier around each stanchion? I don't recall it on older schemes.
I've seen it on other schemes but not on every single stanchion. It seems to only be required where vehicle access is alongside.It seems the norm on the MML now, also.
I expect the cost of each piece of road barrier is fairly minor, although obviously it will be more than not having it, especially once you multiply it by the number of stanchions protected.Or is it yet another thing that adds cost to schemes?
It's a fair point, but equally fitting a fairly small barrier doesn't take that much time or cost too much to design and install, while taking the energy out of any potential collision has the dual role of protecting the staff inside the vehicle from a more serious collision and mitigating the impact of any hit so that the OLE is back in service quicker. It's notably a lightweight profiled steel barrier not a big chunky concrete divider, so there's an element of pragmatism about the protection fitted compared to the risk of being hit.I wonder how many times in the past 50 years the OHLE has been brought down by a truck hitting one of the masts?
It's just on the downside stanchions west of Hindley where there is an access road running alongside the railway.Is it normal to have a protective barrier around each stanchion?
NWEP began with Castlefield-Golborne/Edge Hill and Huyton-Springs Branch and it was nothing like we have seen since.Basically - there's very little difference between UKMS & Series 2 (which is what NWEP used).
I don’t know if it’s already been reported but there are a few masts (about 5) erected on the line to Wigan Wallgate just after the junction at northwestern.
Do those ~half-a-dozen masts installed 'down the hill' from Wigan Station Junction towards Wallgate go beyond the metal footbridge which crosses the Wallgate lines? The footbridge is a shortcut for pedestrians between the North Western car park and King Street (via a nasty litter and vomit encrusted alleyway, IIRC)So an overlap run I assume which makes sense.
It used to go over to what is now P1 at North Western Station I think . Which would suggest part of it was removed for electrification work, and when the Station was modernised.Do those ~half-a-dozen masts installed 'down the hill' from Wigan Station Junction towards Wallgate go beyond the metal footbridge which crosses the Wallgate lines? The footbridge is a shortcut for pedestrians between the North Western car park and King Street (via a nasty litter and vomit encrusted alleyway, IIRC)
A Street View capture of this footbridge conveniently has a RHTT passing at the same time as the Google Car. This seems to suggest the King Street footbridge may have limited clearance for OHLE - possibly limiting how far the overlap can run without lifting the bridge.
See here.
It used to go over to what is now P1 at North Western Station I think . Which would suggest part of it was removed for electrification work, and when the Station was modernised.
I vaguely remember wobbling over it as a toddler about 50 years ago. Looking at where it goes was it a link across to the old Wigan Central Station? Well before my time.
That footbridge certainly used to be much longer than it is today. It used to continue all the way across to North Western station, adjacent to Platform 1, but turned 90° and dropped down to street level; it did not actually lead onto Wigan NW station.It used to go over to what is now P1 at North Western Station I think . Which would suggest part of it was removed for electrification work, and when the Station was modernised.
I suspect what did for the extended bridge was construction of the multistorey car park for NW station.
Had a quicklook yesterday. Unfortunately there's a heras fencing compound blocking Wigan North Western P1 so didn't get a photo (and hadn't asked for permission to photo anyway) but where there's an odd sideways facing indentation In the brick work opposite p1, which I always had thought could be where the 'staggered' end of the bridge was actually is probably nothing to do with the former bridge abutments. Still can't easily visualise the bridge being staggered . However its not easy to orientate oneself with the multi storey car park in the way. Must have been 1978 or 79 when I was on it. Hadn't started school for sure. Vaguely remember being shown the remains of the signal box at the entry to the wallgate tunnel. Its a car park now.I think the bridge was shortened quite a while before the multi storey car park was built. The multi storey was only built in 2009 but I remember snaking round the path at the side of the car park to reach the bridge when I was a lad back in the 80s and early 90s. Or at least I think I do - I certainly don't remember a two-level bridge like in the first photo.