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Author Topic: IETs to Bedwyn initially delayed - now running from May 2019  (Read 11862 times)
CyclingSid
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« Reply #90 on: May 22, 2019, 07:34:16 pm »

So are all the stoppers, out to Hungerford (and Bedwyn) in the new timetable IETs?

Which would explain why they are all marked as bicycles must be booked. This is a distinct pain if you are a leisure cyclist along the K&A Canal, I don't know about anybody else but I don't tend to ride to a timetable.
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Reading General
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« Reply #91 on: May 22, 2019, 08:11:33 pm »

Neither do I. I try to go for cycle rides on routes that were stopper train only served (I.E not served by the HST's) simply because I could just turn back at any point I felt like.
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« Reply #92 on: May 22, 2019, 11:49:29 pm »

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I understand that the last Bedwyn service of the day was capped at Reading, with additional station calls added into the final Cardiff train from Paddington which was diverted via the Berks and Hants

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23:30 London Paddington to Cardiff Central due 02:26 will call additionally at Newbury, Kintbury, Hungerford and Bedwyn

I wonder what happened if you wanted to get to the intermediate stations to Newbury? - I suspect the answer was probably wait for the last Newbury stopper from Reading at 0020, which isn't ideal!

Only about 10 mins after the Cardiff would be due to leave Reading though. Admittedly still bit of a longer delay, but on balance (taking into account delay would cause to the 2330 and for those going longer distance) it's probably the better decision.
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« Reply #93 on: May 23, 2019, 08:28:57 am »

Took my first ride on a BDW-PAD run yesterday, on the 1K15 joining at THA (the 1103 from there)

All going nicely (and quickly!) until we got to RDG and the doors couldn't be opened.

Sat for 15 mins while the TM made apologetic announcements about having to check circuit breakers up and down the train, and then managed to get one door open right at the rear for us to vacate.

Service was terminated and I joined another PAD-bound IET on the adjacent platform.

Unit in question was 800 009, so hardly one of the more-recently delivered ones.

Hope this doesn't happen late at night when they are running DOO!

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« Reply #94 on: May 23, 2019, 10:26:33 am »

What platform did you arrive at Reading into, Thatcham Crossing?
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« Reply #95 on: May 24, 2019, 12:36:17 pm »

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What platform did you arrive at Reading into, Thatcham Crossing?

Think it was 11.
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« Reply #96 on: May 24, 2019, 01:01:10 pm »

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What platform did you arrive at Reading into, Thatcham Crossing?

Think it was 11.

To explain that slightly odd question... 

If it was Platform 11 then that would have been the first time the doors had been opened on that side of the train train since its despatch from Bedwyn station into the reversing siding on its previous journey.  One of the most common door 'faults' that has caught most drivers out at least once is when 'door control' has been passed to the TM and they've forgotten to take it back themselves. 

On arrival at terminating stations like Bedwyn it is usual for the driver to open the doors, and the TM to wait until passengers have got off and close them again.  After which the TM then walks through the train to make absolutely sure everyone is off before reopening a local door to check all is clear before despatch to the sidings. 

In order for that local door to be opened the driver has to give 'door control' to the guard.  Basically by pressing a button in the cab.  After the guard has closed the door and keyed out, the driver than has to remember to take back door control (another press of a button) otherwise the next time an attempt to arm the doors on that side of the train is made they won't open - even if it is being driven from the other end of the train.  The 'door control' button is illuminated to advise the driver of this, but the illumination is very poor and virtually impossible to see in bright daylight conditions, so they might not realise that is the problem and assume it's more serious.

I might be wrong, but I would be a healthy amount that was the reason the doors wouldn't open! Especially given that the Reading drivers that are doing most of the Bedwyn trains have had little experience on them since training started due to the delay getting IETs onto the Bedwyn trains.
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« Reply #97 on: May 24, 2019, 03:17:20 pm »

Thanks for the possible explanation. Yes it was the same side of the train that would have last been opened at Bedwyn at the end of the previous run.

It did seem to me that they were looking for a more complex problem than the need for the driver to press a button in the cab (hence comments around checking circuit-breakers etc).
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bobm
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« Reply #98 on: May 24, 2019, 05:00:45 pm »

Today GWR officially launched the Bedwyn IET service with a bit of help from the children of Great Bedwyn Primary School.



After welcoming the train in, the children - many of whom were making their first train journey - were treated to a trip to the turnback siding (along with a few interested adults).







The cows - which were much in evidence when the extended turnback siding was opened last September - still pay more than a passing interest to trains as they wait to return to the station.  But we've seen them, so here is St Mary's Church instead!



A very well behaved group of children who obviously enjoyed their morning out.   It seems, unwittingly, I helped them with their I-spy sheet.  They needed to spot "someone with a camera".

Must admit I enjoyed it too - and my shortest entry on my Railmiles log.  1Z15 - Bedwyn to Bedwyn - all of 44 chains!
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« Reply #99 on: May 24, 2019, 09:07:34 pm »

It did seem to me that they were looking for a more complex problem than the need for the driver to press a button in the cab (hence comments around checking circuit-breakers etc).

That’s why I think it might have been the case, driver didn’t realise and then Hitachi assumed it was more serious and so driver sent on an ultimately futile hunt for a more serious fault. I’ve seen similar happen before...
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« Reply #100 on: May 25, 2019, 11:54:59 am »

Isn’t the shunt signal set up for the wrong direction or is that not an issue any more?
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« Reply #101 on: May 25, 2019, 12:00:27 pm »

Isn’t the shunt signal set up for the wrong direction or is that not an issue any more?

Which signal are you referring to jdr.wor?
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« Reply #102 on: May 30, 2019, 06:00:28 am »

Story also covered in the Reading Chronicle

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New intercity express trains are running on the London to Bedwyn line

A SPECIAL gathering was held to celebrate the launch of new intercity express trains, which will serve Reading and West Berkshire.

Richard Benyon was among the first to take a trip on the London to Bedwyn line, marking the arrival of five new trains.

The Newbury MP was joined by members of West Berkshire Council, as well as representatives from Network Rail and Great Western Railway.

Lynne Doherty, leader of West Berkshire Council, said: “This is a great development for the whole of West Berkshire, as it will make journeys to London and beyond faster, greener and more reliable.

“I must pay tribute to my former colleague, Jeanette Clifford, whose hard work has got us to this point. She is a tireless champion for Newbury and for the railway, so I’m thrilled to see this has paid off.

“Railway connectivity is a huge part of our push to be a well-connected and vibrant district and we all look forward to benefitting from these improvements in the years to come. We are open for business.”

The London to Bedwyn line takes in Reading, Theale, Newbury, Kintbury and Hungerford.

Credit also to the Bedwyn Trains group who have worked and continue to work so tirelessly for their station, passengers, and this service.
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jdw.wor
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« Reply #103 on: May 30, 2019, 09:02:20 am »

Sorry for the five day delay II. I was referring to the directional signal beneath the main signal. My memories are they were angled to indicate the direction the train was authorised for which is not the case here.
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SandTEngineer
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« Reply #104 on: May 30, 2019, 10:06:27 am »

Sorry for the five day delay II. I was referring to the directional signal beneath the main signal. My memories are they were angled to indicate the direction the train was authorised for which is not the case here.

That was a very old 1950/1960s standard.  All signals are installed at 90° to the track they apply to unless a curve is involved, in which case they will be angled so that they are focussed approximately (but not always) to the signals AWS (Automatic Warning System) magnet which is generally positioned 183m on the approach to the signal.
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