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Author Topic: Bristol Resignalling - from Bristol PSB to Thames Valley Signal Centre  (Read 21319 times)
grahame
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« Reply #75 on: April 05, 2018, 05:20:52 pm »

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HST and 9 / 10 car 80x will only fit entirely in platforms 3, 13, & 15.

Interesting about the HST's. Does this mean they will no longer be able to use other platforms? (GWR didn't used to use other platforms that often for HST's but it did happen, and XC still have theirs too).

I suspect they'll still use 8 and 12 headed out for Taunton, but they'll block 7 and 11 in doing so?

Thank goodness blue lines weren't on back order.   Missing out Dilton Marsh and arranging a taxis from Westbury is one thing, but can you imagine missing out Temple Meads and using taxis from Parson Street  Wink
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SandTEngineer
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« Reply #76 on: April 05, 2018, 05:25:14 pm »

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HST and 9 / 10 car 80x will only fit entirely in platforms 3, 13, & 15.

Interesting about the HST's. Does this mean they will no longer be able to use other platforms? (GWR didn't used to use other platforms that often for HST's but it did happen, and XC still have theirs too).
I suspect they'll still use 8 and 12 headed out for Taunton, but they'll block 7 and 11 in doing so?

Correct.
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justdarkbeer
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« Reply #77 on: April 07, 2018, 12:07:53 am »

Never thought permisive passenger working was ever a good idea, remember the Stafford crash, and more recently at Plymouth. A busy railway needs to be even safer, and have all the checks and balances we should have learned over the last hundred years plus. We have been lucky so far...
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SandTEngineer
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« Reply #78 on: April 07, 2018, 10:08:05 am »

If you abolish Permissive Working you can potentially forget running the service we see today.  There just isn't the capacity available at major stations to allow the timetables to work without it.  Also, how would you operate 'Portion Working' without it.  All methods of train operation involve some form of risk (any form of human movement does), but the risks need to be controlled as best they can, not prevented entirely, otherwise we wouldn't turn a wheel (or leave our beds in the morning).
« Last Edit: April 07, 2018, 02:22:54 pm by SandTEngineer » Logged

Out of this nettle, Danger, we pluck this flower, Safety.
[Henry IV, Part 1, Act 2, Scene 3]
simonw
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« Reply #79 on: April 07, 2018, 11:27:11 am »

I usually get the 16:15 from Bristol Temple Meads to Bristol Parkway, and oddly since the signalling upgrade last week, this train has had to wait by the old for 5-10 minutes outside Bristol Parkway for a clear platform.

Whilst I don't usually mind the delay, if I have a good book, but I finished my book Friday morning so I chose to investigate a bit more.

Despite being told again that our 7 minute delay was waiting a platform, it was confirmed to me that that we where waiting for the London bound train that had priority for the junction outside Bristol Parkway, and it was nothing to do with platforms.

This makes more sense, but why since last week has this happened? Is it design, bad luck or systemic?

If it is by design, then no matter how many tracks they run from Bristol Parkway to Bristol Temple Meads then without major changes to junctions no extra trains can be run. Give up any idea of 6 London bound trains from Bristol, 2 Cross Country Trains and extra local traffic.

If it is bad luck, are any other areas experiencing lots of regular delays, or is this just due to irregular and poor time keeping of trains.

If it is systemic, why should local trains have to wait 7 minutes outside a station and not be waved through onto another track and platform, rather than waiting for a London bound train to cross a junction?
« Last Edit: April 07, 2018, 02:10:37 pm by simonw » Logged
4064ReadingAbbey
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« Reply #80 on: April 07, 2018, 01:34:09 pm »

If you abolish Permissive Working you can potentially forget running the service we see today.  There just isn't the capacity available at major stations to allow the timetabes to work without it.  Also, how would you operate 'Portion Working' without it.  All methods of train operation involve some form of risk (any form of human movement does), but the risks need to be controlled as best they can, not prevented entirely, otherwise we wouldn't turn a wheel (or leave our beds in the morning).
Beds are dangerous...most people die in one.
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rower40
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« Reply #81 on: April 07, 2018, 02:12:52 pm »

I usually get the 16:15 from Bristol Temple Meads to Bristol Parkway, and oddly since the signalling upgrade last week, this train has had to wait by the old for 5-10 minutes outside Bristol Parkway for a clear platform.

Whilst I don't usually mind the delay, if a I have a good book, but I finished my book Friday morning so I chose to investigate a bit more.

Despite being told again that our 7 minute delay was waiting a platform, it was confirmed to me that that we where waiting for the London bound train that had priority for the junction outside Bristol Parkway, and it was nothing to do with platforms.

This makes more sense, but why since last week has this happened? Is it design, bad luck or systemic?

If it is by design, then no matter how many tracks they run from Bristol Parkway to Bristol Temple Meads then without major changes to junctions no extra trains can be run. Give up any idea of 6 London bound trains from Bristol, 2 Cross Country Trains and extra local traffic.

If it is bad luck, are any other areas experiencing lots of regular delays, or is this just due to irregular and poor time keeping of trains.

If it is systemic, why should local trains have to wait 7 minutes outside a station and not be waved through onto another track and platform, rather than waiting for a London bound train to cross a junction?
The local 2Dxx trains have pathing allowance in their timetable just before Bristol Parkway, so that the Cardiff to London train can get into Parkway platform 3 first.

The ARS software mis-handled this allowance, expecting it to apply at the signal before the station.  But that signal is AFTER the converging junction with the line from South Wales, so ARS used to route the local train into platform 4 first, causing the London train (if on time) to be delayed.

The ARS system has now been updated, to recognise that the local has to be held on the curve from Filton Abbey Wood.

So that now raises the question; how late does the Cardiff to London train have to be, before it's "right" to route the Temple Meads to Parkway train first?

Answers on a postcard...
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simonw
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« Reply #82 on: April 07, 2018, 03:19:46 pm »

Thank you for your very good answer
« Last Edit: April 07, 2018, 09:29:43 pm by simonw » Logged
stuving
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« Reply #83 on: April 07, 2018, 07:18:24 pm »

Why do those terminators not use P1 - isn't that one of the things it was built for? As it is, the other users of P1 and P4 are a few "trains in excess of platform capacity", mainly XC and GWR north-south, and P1 is unused at the relevant times. Plus that means they leave southward from a nominally south/west platform.
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SandTEngineer
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« Reply #84 on: April 07, 2018, 08:01:47 pm »

The move from the UP FILTON line to Bristol Parkway P1 has not been commissioned yet.  The facing crossover and signal to allow this is at the old Filton platform site and that will be commissioned when the Filton 4 Tracking is commissioned at Christmas/New Year 2018/2019.  Well, thats what the Signalling Scheme Plan shows anyway.

Edit to Add: Same for Platform 2.
« Last Edit: April 08, 2018, 03:50:14 pm by SandTEngineer » Logged

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Four Track, Now!
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« Reply #85 on: April 12, 2018, 10:09:06 pm »

Beds are dangerous...most people die in one.

At last - a man after my own heart! And a potential member of a new scam organisation I am starting, to help combat that most frequent killer of those who die in beds.

I give you the Society for the Prevention of Natural Causes. Send money now.

Whilst I don't usually mind the delay, if I have a good book, but I finished my book Friday morning so I chose to investigate a bit more.

I've got one if you want to borrow it. I haven't coloured all of the pictures in, because my felt-tip dried up.

The move from the UP FILTON line to Bristol Parkway P1 has not been commissioned yet.  The facing crossover and signal to allow this is at the old Filton platform site and that will be commissioned when the Filton 4 Tracking is commissioned at Christmas/New Year 2018/2019.  Well, thats what the Signalling Scheme Plan shows anyway.

Edit to Add: Same for Platform 2.

Presumably, if it were done now, it would have to be rejigged when the four-tracking is finished, and the new platform at Filton Abbey Wood opened?
« Last Edit: April 12, 2018, 10:17:06 pm by Four Track, Now! » Logged

Now, please!
SandTEngineer
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« Reply #86 on: April 16, 2018, 05:14:20 pm »

The move from the UP FILTON line to Bristol Parkway P1 has not been commissioned yet.  The facing crossover and signal to allow this is at the old Filton platform site and that will be commissioned when the Filton 4 Tracking is commissioned at Christmas/New Year 2018/2019.  Well, thats what the Signalling Scheme Plan shows anyway.

Edit to Add: Same for Platform 2.

Presumably, if it were done now, it would have to be rejigged when the four-tracking is finished, and the new platform at Filton Abbey Wood opened?

Not totally sure but that is probably the reason FTN.
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Out of this nettle, Danger, we pluck this flower, Safety.
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Wizard
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« Reply #87 on: April 18, 2018, 11:44:06 am »

It looks like a signal has been provided on the London end of Bristol Parkway platform 1. Presumably this means it will be possible to route trains from Filton/Cardiff through Platform 1 and out the other side towards London. I originally thought it would be a fixed red signal just for reversing moves back to Filton/Cardiff but it appears this isnít the case.
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SandTEngineer
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« Reply #88 on: April 18, 2018, 06:48:16 pm »

It looks like a signal has been provided on the London end of Bristol Parkway platform 1. Presumably this means it will be possible to route trains from Filton/Cardiff through Platform 1 and out the other side towards London. I originally thought it would be a fixed red signal just for reversing moves back to Filton/Cardiff but it appears this isnít the case.
All the lines through Bristol Parkway will become fully reversible (including the Up Passenger Loop and Down Goods Loop).  This will happen during the F4T commissioning later this year (2018).  All these lines will be accessible from the London, Filton Abbey Wood, Patchway and Avonmouth directions.
« Last Edit: April 18, 2018, 09:38:56 pm by SandTEngineer » Logged

Out of this nettle, Danger, we pluck this flower, Safety.
[Henry IV, Part 1, Act 2, Scene 3]
metalrail
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« Reply #89 on: April 18, 2018, 11:10:29 pm »

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Why do those terminators not use P1 - isn't that one of the things it was built for? As it is, the other users of P1 and P4 are a few "trains in excess of platform capacity", mainly XC and GWR north-south, and P1 is unused at the relevant times. Plus that means they leave southward from a nominally south/west platform

P1 certainly came into it's own the Saturday before last due to the cabling theft between Newport & Cardiff.  There was an 800 to Cardiff stuck in P2 for ages with indefinite delays, The WSM service waiting to depart from P4, so they were running XC into P1 and my GWR N/S service to BRI into P3.  Would have been a nightmare with trains stacked without it then
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Oh for the day when I can catch a train from Mangotsfield to the Centre, Bath and Yate!  ;-)
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