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Author Topic: Cornwall signalling upgrade - ongoing discussion, merged topics  (Read 15879 times)
RailCornwall
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« Reply #45 on: February 20, 2018, 08:08:53 pm »

Got sight of the publicity leaflet for the March Redruth and environs work today. Seems that for the four days of the work First Kernow buses will accept rail tickets west of Truro on any route whether directly related to the rail network or not. So in effect free travel on FK to any rail station or destination providing a train ticket covering the approximate routing for the ticket is held. So a Journey, on buses, say to Sennen from Chacewater would be covered throughout by a Truro - Penzance Rail Ticket. 
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ChrisB
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« Reply #46 on: February 20, 2018, 09:00:55 pm »

Wouldn't it be cheaper to simply buy the equivalent bus ticket
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LiskeardRich
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« Reply #47 on: February 20, 2018, 09:05:01 pm »

Wouldn't it be cheaper to simply buy the equivalent bus ticket

Not sure off peak rail times, but peak time the £12 first day bus ticket would definitely be cheapest
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RailCornwall
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« Reply #48 on: February 20, 2018, 10:51:21 pm »

You obviously haven't seen First Kernow's fares. Most rail journeys are significantly cheaper than their bus equivalent.
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FarWestJohn
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« Reply #49 on: February 27, 2018, 05:08:24 pm »

I was going to book up a trip from Perranwell to Salisbury on 21st or 28th April. GWR site says line closed for signalling work. But when I go on the GWR site to book ticket there is no mention of a bus on travel details.  Is this work still on? If so I will re arrange to the Friday. All very confusing.
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« Reply #50 on: February 27, 2018, 07:10:41 pm »

21st - bus St Austell - Plymouth,  28th should be ok, but....
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7 Billion people on a wet rock - of course we're not happy
SandTEngineer
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« Reply #51 on: February 27, 2018, 09:50:53 pm »

Lack of details might be something to do with this.... http://www.firstgreatwestern.info/coffeeshop/index.php?topic=19385.0
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FarWestJohn
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« Reply #52 on: February 28, 2018, 12:25:53 pm »

Thanks. No wonder I get confused!
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ZoŽ
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« Reply #53 on: April 23, 2018, 07:20:06 pm »

Looks like phase 1 was commissioned as planned with new TD berths UM59 and DM60 (presumably for automatics UM259 and DM260) appearing in the Plymouth TD feed.
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SandTEngineer
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« Reply #54 on: April 23, 2018, 10:01:00 pm »

Photographs of the new arrangements can be seen here: http://www.cornwallrailwaysociety.org.uk/news---latest-reports-and-photographs

Warning: Photographs will appear lower down each day that passes from the date of this post.
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Kernowman
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« Reply #55 on: June 26, 2018, 11:22:01 pm »

It appears that most of the new signals are in position now (thought the new ones west of Truro have yet to be commissioned). I have noticed however that some of the new home signals seem quite poorly sited particularly on the down line. Home signals at Menheniot, Redruth and Hayle all appear to be sited a short distance before the stations themselves. Surely it makes more sense to position the home signals just after the stations (like what's been done at Bodmin Parkway)? This rules out the need for a train for having to stop twice, waiting at a signal can be done whilst passengers are getting on and off at a station. It can also be quite frustrating for a passenger waiting to get off to be held at a signal just short of your destination.

KM
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IndustryInsider
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« Reply #56 on: June 27, 2018, 12:46:44 am »

Is it so the train will clear the section as it arrives at the station so the next train can enter behind it, rather than having to wait before it departs the station?  Iím assuming these extra ones are all Intermediate Block Home signals, so the ĎHomeí signal will also be in effect the ĎSectioní signal as far as the block section is concerned?

Iím sure SandTEngineer will be able to fill us in.
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To view my cab run over the new Reading Viaduct as well as a relief line cab ride at Reading just after Platforms 12-15 opened and my 'before and after' video comparison of the Cotswold Line Redoubling scheme, see: http://www.dailymotion.com/user/IndustryInsider/1
SandTEngineer
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« Reply #57 on: June 28, 2018, 10:05:02 am »

It appears that most of the new signals are in position now (thought the new ones west of Truro have yet to be commissioned). I have noticed however that some of the new home signals seem quite poorly sited particularly on the down line. Home signals at Menheniot, Redruth and Hayle all appear to be sited a short distance before the stations themselves. Surely it makes more sense to position the home signals just after the stations (like what's been done at Bodmin Parkway)? This rules out the need for a train for having to stop twice, waiting at a signal can be done whilst passengers are getting on and off at a station. It can also be quite frustrating for a passenger waiting to get off to be held at a signal just short of your destination.

KM

Signals are normally provided to allow a specified minimum headway time between trains.  There are lots of other considerations, such as sighting distance and SPAD risk mitigation.  Having a signal at the end of a station platform is potentially a SPAD risk as station duties can be a distraction, causing the driver to forget the previous warning signal.  In the case of Bodmin Parkway the starting signals have been placed a trains length ahead of the platforms and can be clearly seen by a train stopped at the station, but even then the Down signal has been provided with a banner repeater signal (probably to comply with signal minimum reading time).  However, this is not always possible due to line curvature.

So in summary, its a mix and match of issues that need to be considered at a particular site.

The new signals between Truro and St.Erth are due to be commissioned next month I believe.
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Out of this nettle, Danger, we pluck this flower, Safety.
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ZoŽ
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« Reply #58 on: June 28, 2018, 04:12:06 pm »

Signals are normally provided to allow a specified minimum headway time between trains.  There are lots of other considerations, such as sighting distance and SPAD risk mitigation.  Having a signal at the end of a station platform is potentially a SPAD risk as station duties can be a distraction, causing the driver to forget the previous warning signal.
I know this is going back a few years now but Drump Lane's Up Home seems to have been on the Plymouth side of Redruth tunnel so there must have been a significant risk back then of the driver seeing the distant at caution, stopping at Redruth and then forgetting about it until emerging from the tunnel.  Maybe even more so in the last few years when Drump Lane it was rarely switched in.  I wonder if this contributed to the decision to close it when it was in a better location for a block post than Roskear Junction although as discussed elsewhere the most likely reason would have been the cost of CCTV control of Roskear and Camborne level crossings.
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Cornish bobby
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« Reply #59 on: July 02, 2018, 05:16:20 am »

It appears that most of the new signals are in position now (thought the new ones west of Truro have yet to be commissioned). I have noticed however that some of the new home signals seem quite poorly sited particularly on the down line. Home signals at Menheniot, Redruth and Hayle all appear to be sited a short distance before the stations themselves. Surely it makes more sense to position the home signals just after the stations (like what's been done at Bodmin Parkway)? This rules out the need for a train for having to stop twice, waiting at a signal can be done whilst passengers are getting on and off at a station. It can also be quite frustrating for a passenger waiting to get off to be held at a signal just short of your destination.

KM

Signals are normally provided to allow a specified minimum headway time between trains.  There are lots of other considerations, such as sighting distance and SPAD risk mitigation.  Having a signal at the end of a station platform is potentially a SPAD risk as station duties can be a distraction, causing the driver to forget the previous warning signal.  In the case of Bodmin Parkway the starting signals have been placed a trains length ahead of the platforms and can be clearly seen by a train stopped at the station, but even then the Down signal has been provided with a banner repeater signal (probably to comply with signal minimum reading time).  However, this is not always possible due to line curvature.

So in summary, its a mix and match of issues that need to be considered at a particular site.

The new signals between Truro and St.Erth are due to be commissioned next month I believe.

Commissioning is scheduled for October this year.
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