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Author Topic: IETs to Bedwyn delayed  (Read 5263 times)
1st fan
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« Reply #30 on: November 29, 2018, 03:07:53 pm »

Or a system similar to that used on in-car cameras in Formula 1 where a sheet of clear plastic scrolls in front of the lens on demand?
Yeah I thought of that as well but much later on the way into work. Great minds and all that  Smiley
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1st fan
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« Reply #31 on: November 29, 2018, 03:21:10 pm »

That’s an interesting idea, and perhaps they did?  The mechanism would need to be very robust to work a small blade like that effectively at 125mph, unless they only activated whilst stationary.  Of course it might cause problems should a blade get stuck or become misaligned and obscure the camera.
I thought of the blade problem and would have made it spring loaded. So the resting place for the blade would be on one side and held there by a spring. When activated the blade arm is pushed across and the spring pulls it back. That should prevent the blade from being stuck across the lense. To prevent excessive wear on the blade and arm I'd make the resting place sheltered from the oncoming air/rain/snow etc.
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Thatcham Crossing
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« Reply #32 on: November 29, 2018, 05:01:39 pm »

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Or a system similar to that used on in-car cameras in Formula 1 where a sheet of clear plastic scrolls in front of the lens on demand?

The quality of picture you now get from those tiny cameras is remarkable, but being F1 it is no doubt not cheap! You would think it would be small enough to bolt to the side of a train though.
« Last Edit: December 04, 2018, 01:55:43 pm by Thatcham Crossing » Logged
patch38
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« Reply #33 on: November 29, 2018, 06:40:18 pm »

I'm sure they would be small enough; I'd imagine the challenge would be to service and maintain such a system. An F1 team has a lot of people to make two cars run for two hours once every few weeks. GWR have probably the same number of people to maintain a much bigger number of cameras operating almost 24/7.
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SandTEngineer
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« Reply #34 on: December 04, 2018, 10:59:37 am »

An update (from RAIL Magazine): https://www.railmagazine.com/news/network/great-western-railway-delays-newbury-iet-introduction-for-cctv-modifications

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IET introduction Delayed for CCTV modifications

Great Western Railway is delaying its introduction of new Hitachi trains on stopping services to Newbury and Bedwyn, until further notice.

The five-car Class 800 and ‘802’ bi-mode trains were due to replace Thames Turbos from the start of January, when Network Rail completes electrification of the route as far as Newbury.

However, GWR says the trains now require modifications. New CCTV cameras will have to be fitted so that the driver can see when doors can safely be closed. The company says this is essential at smaller stations where platforms are unstaffed. Stopping services are operated without a guard.

The operator was unable to say when these modifications could be carried out. It will have to delay the cascade of older Class 165 diesel multiple units from the route.

Network Rail is wiring as far as Newbury. The new trains would continue through Hungerford to Bedwyn using diesel power. A turnback siding at Bedwyn was lengthened last summer in readiness for the new rolling stock.

GWR spokesman Dan Panes said that longer nine-car Hitachi trains on the route to the South West would be unaffected, as they carry guards and do not stop at small unstaffed stations in Berkshire and Wiltshire.
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Thatcham Crossing
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« Reply #35 on: December 18, 2018, 10:18:28 pm »

I was told by a member of GWR staff today that we won't see IET's on the Bedwyn's now until May 2019.
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grahame
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« Reply #36 on: December 18, 2018, 10:31:48 pm »

I was told by a member of GWR staff today that we won't see IET's on the Bedwyn's now until May 2019.

No shock.  But so much for "we must get Newbury all converted by Christmas because otherwise the turbo cascade fails".  I wonder when we will have 5 cars on Portsmouth to Cardiff ...
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Timmer
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« Reply #37 on: December 19, 2018, 08:16:01 am »

I was told by a member of GWR staff today that we won't see IET's on the Bedwyn's now until May 2019.
Pathetic
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Thatcham Crossing
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« Reply #38 on: December 19, 2018, 09:29:20 am »

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"we must get Newbury all converted by Christmas because otherwise the turbo cascade fails"

I guess a couple of Turbo's will still be freed by the introduction of 387's on the Reading-Newbury Shuttle, which is still happening in January as far as I know.

The May date for IET's to Bedwyn may be worst case, as dialogue on another forum suggests the required (shrouding of door cameras) fix may be in place before that.
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Timmer
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« Reply #39 on: December 19, 2018, 10:29:59 am »

No shock.  But so much for "we must get Newbury all converted by Christmas because otherwise the turbo cascade fails".  I wonder when we will have 5 cars on Portsmouth to Cardiff ...
Mixed feelings. Want to see 5 car trains on the Cardiff-Portsmouths but don't want to see the newly refurbished 158s go to be replaced by Turbos.
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TaplowGreen
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« Reply #40 on: December 19, 2018, 11:55:58 am »

Bedwyn is a village whose passenger numbers are (relatively) tiny, less than half those of Taplow  (small in itself) and actually declining looking at the numbers.....why would an Intercity express train (clue is in the name) stop there rather than local services?

(Sorry if I'm missing something?)
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IndustryInsider
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« Reply #41 on: December 19, 2018, 12:31:37 pm »

I guess for the same reasons expess trains stop at a whole host of other even smaller places on GWR routes and other TOC’s across the country?  Geography, demographics, history all play a part, as well as the flexibility of the IET trains making them more suitable than any of the alternatives, if maybe not a perfect fit.

Personally I’d like to see an hourly Paddington to Westbury semi-fast service (i.e. extending the Bedwyn service to Pewsey and Westbury), but again there are reasons why that is currently not on the agenda.
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« Reply #42 on: December 19, 2018, 01:02:22 pm »

Bedwyn is a village whose passenger numbers are (relatively) tiny, less than half those of Taplow  (small in itself) and actually declining looking at the numbers.....why would an Intercity express train (clue is in the name) stop there rather than local services?

(Sorry if I'm missing something?)

For Bedwyn-Paddington services it's because there's no other bi-mode stock available. I don't think there's been any consideration to look at 769s but there was a lot of pressure applied to keep through services from Bedwyn, Hungerford and Kintbury after electrification once the decision to terminate the wiring at Newbury was made.
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IndustryInsider
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« Reply #43 on: December 19, 2018, 01:19:16 pm »

Yes, indeed.  I should’ve added politics to my list on my previous post.  Wink
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grahame
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« Reply #44 on: December 19, 2018, 01:43:52 pm »

Bedwyn is a village whose passenger numbers are (relatively) tiny, less than half those of Taplow  (small in itself) and actually declining looking at the numbers.....why would an Intercity express train (clue is in the name) stop there rather than local services?

(Sorry if I'm missing something?)

Firstly, I would "group" Hungerford, Kintbury and Bedwyn ... with 566k journeys per annum ... as a service group. It just happens that Bedwyn is the final station (116k of those passengers) and the place where it's convenient to turn trains. For comparison when this thread gets archived - Taplow in 281k.

Historically, those stations have not been routinely served by trains running further west.  The only trains headed beyond Bedwyn have been HSTs headed for the West Country, and extra stops at Newbury (to pick up local passengers for the other three), Hungerford, Kintbury and Bedwyn, would seriously extend journey times.  The HSTs have a relatively slow acceleration, and with shorter platforms at unstaffed stations and with slam door, journey times from Pewsey (next station out) range from 98 minutes into Paddington on the morning peak 'stopper' to just 65 minutes on the 10:19 which calls only at Reading.

Looking forward, like Industry Insider, I would suggest that the hourly Paddington to Bedwyn service be extended to Pewsey and Westbury.  With a Paddington - Reading - Newbury - Hungerford - Kintbury - Bedwyn calling pattern, a 5 car IET could reach Pewsey 20 minutes faster than that awful "long drag" HST and with Pewsey's and Westbury's service stepped up to hourly you have something that would be very much acceptable to the commuters from Westbury to Newbury (inclusive) to London.

So where does the extra IET needed to do this come from?  The planned 2-hourly semifast (the trains that serves Pewsey and stations west to and beyond Taunton) is replaced east of Westbury by the (now extended) Bedwyns. For sure, there's a slowing of journeys such as Reading to Taunton on these trains but how many people are actually going to be making that though journey once the Paddington to Plymouth expresses are running every hour, none-stop from Reading until Taunton. And indeed if all of the Bedwyns, extended to Westbury, can be extended further ... you are meeting other very clear requirements.

Extending the Bedwyns 'out west' would bring a question mark in about their calls at Theale and Thatcham ... and I wonder if the hourly electric train from Reading to Newbury could be stepped up to every half hour?  Looking at journey length, I suspect you'ld be looking at 3 electric trains rather than 2, as a 120 minute "cycle" got reduced to a 90 minute cycle.

Long answer there ... basic answer is "it's not JUST Bedwyn" ...
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