ellendune
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« Reply #15 on: December 12, 2015, 12:33:51 » |
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Passive provision is at least a start
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IndustryInsider
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« Reply #16 on: August 04, 2016, 13:22:50 » |
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The Didcot to Banbury map at opentraintimes has been altered to reflect the new track and signals at Banbury. Nothing currently showing on them as there's no trains yet of course. The map has also been extended north as far as just before Leamington Spa, and the line from Oxford to Oxford Parkway is shown ready commencement of trains in December. http://www.opentraintimes.com/maps/signalling/oxford
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To view my GWML▸ Electrification cab video 'before and after' video comparison, as well as other videos of the new layout at Reading and 'before and after' comparisons of the Cotswold Line Redoubling scheme, see: http://www.dailymotion.com/user/IndustryInsider/
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eightf48544
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« Reply #17 on: August 05, 2016, 09:13:29 » |
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In connection with the work, lots of additional freights through Taplow. Mostly container trains.
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ChrisB
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« Reply #18 on: August 05, 2016, 09:55:39 » |
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The new diagram linked to above shows mo direct access from the south to Banbury depot without a shunt, as I discussed a few months ago
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IndustryInsider
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« Reply #19 on: August 08, 2016, 16:02:49 » |
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Good to see the new signalling up and running this morning as planned. Less good to see an axle counter failure at Kings Sutton around lunchtime causing delays of up to an hour. Normal working resumed at 15:24 so hopefully won't cause too much hassle in the peaks.
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To view my GWML▸ Electrification cab video 'before and after' video comparison, as well as other videos of the new layout at Reading and 'before and after' comparisons of the Cotswold Line Redoubling scheme, see: http://www.dailymotion.com/user/IndustryInsider/
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ChrisB
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« Reply #20 on: August 08, 2016, 17:40:32 » |
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On time & within budget no less!
Trains running up to 15 late as at the time of this post...
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IndustryInsider
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« Reply #21 on: August 08, 2016, 17:54:44 » |
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Yes, though noticeable how the lack of passing places on the Chiltern Line south of Bicester is causing hassles with on time stoppers in front of delayed fast trains from Marylebone. The loop at South Ruislip is being used to get the fasts past, but other than that the next realistic* option is right down the line at Bicester. Reinstatement of a through bi-directional loop at Beaconsfield would be so useful on such occasions.
* Signalling at Princes Risborough does allow for a down train to be overtaken, but it's quite a time consuming process due to the linespeeds involved.
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To view my GWML▸ Electrification cab video 'before and after' video comparison, as well as other videos of the new layout at Reading and 'before and after' comparisons of the Cotswold Line Redoubling scheme, see: http://www.dailymotion.com/user/IndustryInsider/
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Oxonhutch
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« Reply #22 on: August 08, 2016, 19:18:20 » |
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Was working at Banbury North Signalbox today and en route from Oxford saw the queue of up trains between Anyho Jnc and Banbury around Kings Sutton. My goodness, signalling equipment is heavy! But he-ho all for a good cause. Beautiful 'box though.
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ChrisB
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« Reply #23 on: August 09, 2016, 08:56:00 » |
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For clarity, the box is shut - they are running visits in the few weeks before that too is demolished.
If you're volunteering there on the 27th, I'll see you there (as a visitor)
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ChrisB
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« Reply #24 on: August 09, 2016, 09:12:03 » |
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Yes, though noticeable how the lack of passing places on the Chiltern Line south of Bicester is causing hassles with on time stoppers in front of delayed fast trains from Marylebone. Actually, it's delayed stoppers affecting on-time fasts in the evening peak that causes problems. In the morning, any delayed fasts on the up at Risborough passing stoppers is very easy.
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IndustryInsider
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« Reply #25 on: August 09, 2016, 09:58:28 » |
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Actually, it's delayed stoppers affecting on-time fasts in the evening peak that causes problems.
Well, actually, it's both isn't it. A late stopper will delay an on time fast, and (as happened quite a lot yesterday) a late fast that departs after an on time stopper will then incur significant further delay when it catches the stopper up. All part of the problem of running an intense skip-stop timetable on a two track railway without enough passing points. I noted several stoppers/semi-fasts recessed in the South Ruislip platform yesterday, to allow fasts to pass as best they could but the benefits were limited as the stopper then got in the way of later fast trains that had caught them up further along the line. A bi-directional loop at Beaconsfield, or even better Gerrards Cross (but that would be more expensive) would be very useful.
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To view my GWML▸ Electrification cab video 'before and after' video comparison, as well as other videos of the new layout at Reading and 'before and after' comparisons of the Cotswold Line Redoubling scheme, see: http://www.dailymotion.com/user/IndustryInsider/
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ChrisB
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« Reply #26 on: August 09, 2016, 10:24:45 » |
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GCX is bidirectional through the station, but in the peak, it would delay incoming services, so doesn't tend to get used as compounding the delays results
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IndustryInsider
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« Reply #27 on: August 09, 2016, 11:07:51 » |
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Yes that's not useful in the majority of cases, nor is the similar situation at High Wycombe in the up direction.
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To view my GWML▸ Electrification cab video 'before and after' video comparison, as well as other videos of the new layout at Reading and 'before and after' comparisons of the Cotswold Line Redoubling scheme, see: http://www.dailymotion.com/user/IndustryInsider/
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ChrisB
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« Reply #28 on: August 09, 2016, 11:11:50 » |
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That section is used in the timetable to allow fast trains to pass slows in the up direction
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paul7575
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« Reply #29 on: August 09, 2016, 11:48:56 » |
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The Didcot to Banbury map at opentraintimes has been altered to reflect the new track and signals at Banbury. Nothing currently showing on them as there's no trains yet of course. The map has also been extended north as far as just before Leamington Spa, and the line from Oxford to Oxford Parkway is shown ready commencement of trains in December. http://www.opentraintimes.com/maps/signalling/oxfordVery interesting. It looks as if the signalling boundaries are shown, and I guess OL is "Oxford to Leamington" under WMCC control, but is "NA" on the Bicester to Aynho section right - it doesn't seem obvious so is it just a placeholder? Do the signals that aren't showing either red or green (such as 7122 Banbury P4 up direction) signify a limitation in the data feed? Paul
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