[ regarding whether railways react to high wind warnings ....]

Actually, they do; and this was one of the causes of the delays
which occurred on the main lines that day. Depending on the risk,
the allowable speed might be reduced to as low as 50 mph. This is
going to cause big delays on long-distance routes with normal speeds
of 100 - 125 mph. But, as you say, this is preferable to the
alternative, especially considering a collision at 100mph releases
not twice but four times the destructive energy of a collision at
50mph.


.... for a good many years, certainly back to pre-privatisation days,
railways that depend on overhead capture of electric power have
responded to warnings of gales and introduced much-reduced speeds on
such lines: I can remember issuing such warnings from London Weather
Centre in the 1980s and I'm pretty sure that the Public Services
Handbook contained the instructions for such warnings so we're going
back to the early 1970s at least & I suspect to the early 1960s when
elements of the WCML were electrified. When wind speeds are
high/gusty, then the overhead arrays (the catenary/'loopy bits', the
droppers and contact wires/lines that actually supply power to the
locomotive/power unit) sway beyond certain tolerances and this may/can
cause excessive movement of the whole assembly and reduction/loss of
power - and in extremis, damage to the overhead array or to the
locomotive's pantograph.

Also, for lines that pass along the coasts (e.g., around Dawlish, the
Ayrshire coast line etc.), speed restrictions will be in force to
reduce any possible problems with trains encountering waves
over-topping the permanent way. Another impact on railway operation
occurs with respect to the Channel Tunnel; when the wind exceeds
certain limits, then speed of trains passing through the tunnel will
be reduced significantly to minimise the 'shock' of the train
entering/exiting the tunnel - i.e., passing from a high wind
environment to a 'no' wind environment, particularly when a lengthy
train is involved - one part will be subject to high forces due to the
wind, whilst the bit of the train still in the tunnel (or already
entered) will have no such stress.

I'm sure there are more examples ... crossing exposed bridges across
estuaries; and of course, if you 'throw' the schedule in one part of
the network, then the entire 'diagram' that operators use to
plan/manage traffic is thrown awry.

Martin.


--
Martin Rowley
West Moors, East Dorset (UK): 17m (56ft) amsl
Lat: 50.82N Long: 01.88W
NGR: SU 082 023