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April 30, 2017, 12:02:04 PM *
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 1 
 on: Today at 11:33:05 AM 
Started by grahame - Last post by John R
I wasn't aware of that. Can't think of any attractive land nearby that might be ripe for development, but you never know.

 2 
 on: Today at 11:27:22 AM 
Started by RailCornwall - Last post by simonw
What other options exist to kickstart the Northern Powerhouse?

The M62 already exists and is thoroughly overloaded around Manchester and Leeds.

 3 
 on: Today at 11:13:55 AM 
Started by SandTEngineer - Last post by SandTEngineer
So a) no trains reported as having revered to DID; indeed, states 'brought through to Swindon;

And b) Doncaster? Really? NR had no one closer?.....strewth

I was watching Open Train Times maps and saw at least one Bristol bound train reverse from Steventon back to Didcot station but this was outside of the failed area so was done using the working reversible signalling.

 4 
 on: Today at 11:12:36 AM 
Started by SandTEngineer - Last post by DidcotPunter


Hope that makes sense and is not too technical (and apologies to CfN who might have to add a few things to the acronyms and abbreviations page Tongue)

Yes it does and thank you for explaining.

I have a question which perhaps others can answer. According to the incident log it appears that the points on the Bourton and Uffington crossovers were clipped up to enable Temporary Block Working (TBW) and it seems that this was instituted sometime around 5:00pm. If this was available why then were no trains sent through the section until after 8:00pm (1Z89 Plymouth to Padd appears to have been the first up service)??

I understand that Swindon to Challow would be a very long block section, but surely this would have allowed them to get some trains moving? It was reported elsewhere that there weren't the staff available to implement TBW but the above log suggests that wasn't the case.

 5 
 on: Today at 11:11:09 AM 
Started by SandTEngineer - Last post by SandTEngineer
It doesn't mention whether Emergency Special Working was introduced (before Temporary Block Working was eventually set up) which is authorised between Ladbroke Grove and Wootton Bassett as part of a trial and is designed to get things moving quicker in such a situation.

https://www.rssb.co.uk/rgs/deviations/15-088-DEV.pdf

I think the loss of point detection would have prevented this.  Noted in BNMs post above that the MOM (Mobile Operations Manager) was running around clipping and padlocking points.

 6 
 on: Today at 10:56:14 AM 
Started by SandTEngineer - Last post by SandTEngineer
Now then, this is a very complex subject but here goes.......

In simple terms you have two diverse end fed baseband communication links (maximum length of 8km) feeding all Trackside Functional Modules (TFM) that control the actual signal lamps and through relays, the points.  These are housed in the trackside grey boxes (known as Location Cases).  In this area Train Detection is still by track circuits (but due to be replaced by axle counters in the future) and these also feed into the TFM.

So any loss of both baseband links means total loss of signalling.  Beyond the baseband links there are the Fixed Telecommunication Network (FTN) nodes that provide the link between the trackside and the signalling control centre, Thames Valley Signalling Centre (TVSC) in this case.  The interlocking is located there and this is triplicated for redundancy in a 2 out of 3 configuration (i.e. any 2 out of 3 modules need to be working and in agreement before any output is processed, so very robust).

The FTN network is very diverse so I am very supprised about the nature of this failure.  I'm sure we will hear more about it.

Hope that makes sense and is not too technical (and apologies to CfN who might have to add a few things to the acronyms and abbreviations page Tongue)

 7 
 on: Today at 10:40:10 AM 
Started by Brucey - Last post by grahame
Quote
The special service will be formed by a pair of 1976 HST Powercars hauling our classic MK3 carriages

The requested formation is 43002+LA15(or LA16)+43185 - which for the uninitiated amongst us is essentially the two 'retro liveried' power cars sandwiching one of the green sets, but this is of course subject to availability (remembering the Tarka Explorer last year which ended up with a 'normal' FGW blue set instead of the original green set as requested).
Will we know whether the requested formation is available before the day arrives?

As I read it, there's a probability that the set will be provided as requested.   However, I suspect that if the set has to be deployed elsewhere at the last minute to stand in for another train in trouble, GWR will make that switch. It would be very hard for them to cancel (say) the 19:03 Paddington to Penzance on the Friday evening because the 15:29 from Swansea has sat down at Cardiff, whilst holding back the special formation at OOC ... I suspect that the regular passengers on the 19:03 would get the set, leaving it in Penzance overnight, and the Minehead would be run by the 15:29, fixed and polished and with whatever set should have gone to Penzance.

 8 
 on: Today at 10:37:28 AM 
Started by SandTEngineer - Last post by stuving
So a) no trains reported as having revered to DID; indeed, states 'brought through to Swindon;

And b) Doncaster? Really? NR had no one closer?.....strewth

That'll be NRT, not NR. Network Rail Telecoms runs the fibre trunk network (FTN - though apparently that stands for Fixed Telecom Network). They have two network management centres, Crewe and Doncaster.

I had been wondering for some time whether the "recontrol" of signalling areas to the ROCs was by now using IP for its networking, and if so down to what level. The point being that you then could - and would - provide at least two links to everywhere, so no single failure would cut off a node. There's a technical article here from RailEngineer that says the IP-based successor to the FTN (FTNx) exists on the core network, but suggesting that it does not go much further out into the countryside. Germany is cited as having gone much further, with IP to the signal head, which I presume is the ambition here too.

That reminds me of a question I had about the resignalling of the GWML, resulting in it all being connected to ROCs, and whether that will or will not reduce the excessive number of failures seen recently. Will all the signals across the four-track sections rely on the same grey boxes and links to their ROCs, one one side of the line (at any point)? Following which you could add: will here be at least two IP routes to trackside, at grey box if not lightbulb level?

 9 
 on: Today at 10:32:23 AM 
Started by SandTEngineer - Last post by IndustryInsider
It doesn't mention whether Emergency Special Working was introduced (before Temporary Block Working was eventually set up) which is authorised between Ladbroke Grove and Wootton Bassett as part of a trial and is designed to get things moving quicker in such a situation.

https://www.rssb.co.uk/rgs/deviations/15-088-DEV.pdf

 10 
 on: Today at 10:27:54 AM 
Started by Brucey - Last post by Rhydgaled
Quote
The special service will be formed by a pair of 1976 HST Powercars hauling our classic MK3 carriages

The requested formation is 43002+LA15(or LA16)+43185 - which for the uninitiated amongst us is essentially the two 'retro liveried' power cars sandwiching one of the green sets, but this is of course subject to availability (remembering the Tarka Explorer last year which ended up with a 'normal' FGW blue set instead of the original green set as requested).
Will we know whether the requested formation is available before the day arrives?

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