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Author Topic: Reading Station improvements  (Read 1356440 times)
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« Reply #1065 on: January 02, 2013, 21:02:51 »

Presumably the sleeper is despatched at Reading using RA indicators because of the lack of driver-guard communication, the CD (Capital Delivery) indicators wouldn't be needed then either.

Never seen the sleeper despatched at Reading so I'm not sure, but the RA indicators would make sense as I don't *think* there's a driver-guard buzzer on that stock. However it's also possible that it's despatched in the time-honoured way with the guard giving the driver a green flag (or green light, during darkness, fog or falling snow...). That is still the fallback method of despatch in the event of a buzzer/RA indicator failure, and all guards (should...) carry flags and a handlamp in case of need.

Definitely no driver-guard on the MK3s or the 57s. Despatched using green flag, or green light in the winter, throughout Cornwall. Not sure if the RA indicators are used where installed at the bigger stations though. They use RA indicators at Redruth in the up direction because the 57 is stopped in the tunnel and it wouldn't be particularly easy for the driver to see a flag or light.

I believe the rule is that RA equipment must be used where provided re: sleeper dispatch.
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« Reply #1066 on: January 03, 2013, 15:12:49 »

Colas Rail tamper working on the P14 track at the moment.

A few weeks ago I suggested that progress with the ramps and steps outside the new Southern entrance might be quite rapid, and it seems that this afternoon they are starting to stand prefabricated concrete wall sections up that align with the rebar extending from the foundation slabs. (As seen on webcam 2/2)

(By the way have any web cam watchers noticed that today seems to be the first day back for most of the workforce after an extended Christmas & New Year break?  That would suggest they are making acceptable overall progress...)

Paul
« Last Edit: January 03, 2013, 15:24:35 by paul7755 » Logged
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« Reply #1067 on: January 03, 2013, 21:16:14 »

For anyone interested in how platform arrangements are going to work at Reading come the opening of the new platforms it's now possible to view them. Have a look at this link. New platforms 13 and 14 are divided in to A and B parts with Cross Country services terminating at Reading using B ends, and FGW (First Great Western) services terminating from London using A ends. Fast country bound services will depart from Platforms 7, 8 and 9. Quite a change from everything using 7 as is the current situation.
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mjones
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« Reply #1068 on: January 03, 2013, 21:33:41 »

Interesting. So, this appears to confirm that finishing p11 will be the first job. Will p10 then close to get the island completed?

Also interesting to see North Downs services seem to be focused on p5, a pattern that seems to be in place now. Which I think is good, reducing passenger crowding that occurs at p4 with the quick turn around of these services.
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paul7575
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« Reply #1069 on: January 03, 2013, 22:47:35 »

For anyone interested in how platform arrangements are going to work at Reading come the opening of the new platforms it's now possible to view them. Have a look at this link. New platforms 13 and 14 are divided in to A and B parts with Cross Country services terminating at Reading using B ends, and FGW (First Great Western) services terminating from London using A ends. Fast country bound services will depart from Platforms 7, 8 and 9. Quite a change from everything using 7 as is the current situation.

I've posted about XC (Cross Country Trains (franchise)) trains terminating in P13 and sharing with GW (Great Western) stoppers at the other end before, it was clearly stated in a NR» (Network Rail - home page) Network Change notice a few months ago which I linked to, however this now seems to add confirmation that the platforms will be marked as A and B ends.  (Just like the way they use the island at Southampton for terminators, as came up in discussion before...)

Edit:
Remarkably, I just looked through the linked times for the whole day, filtered for XC only, and there seems to be an ECS (Empty Coaching Stock), 5V82 from Eastleigh depot arriving at 0737, that reaches P13B by running through P8, then via New, Spur and Southern Junctions.  Am I right in thinking that means it would use the eastern underpass?

Paul
« Last Edit: January 03, 2013, 23:52:28 by paul7755 » Logged
paul7575
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« Reply #1070 on: January 03, 2013, 22:54:15 »

Interesting. So, this appears to confirm that finishing p11 will be the first job. Will p10 then close to get the island completed?

Yes. This has been the expected plan for some while now, the date for P11 reopening is the end of August and P10 closes for upgrade about a week later. The exact dates are somewhere a few months back in this thread, page #56, although they were in the engineering access statement for 2013 when it first appeared back in 2011...

Paul
« Last Edit: January 03, 2013, 23:28:13 by paul7755 » Logged
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« Reply #1071 on: January 04, 2013, 11:59:28 »

(By the way have any web cam watchers noticed that today seems to be the first day back for most of the workforce after an extended Christmas & New Year break?  That would suggest they are making acceptable overall progress...)

I took a look on Boxing Day and thought to myself that if I see workers there then they're in trouble!
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« Reply #1072 on: January 04, 2013, 12:05:57 »

Remarkably, I just looked through the linked times for the whole day, filtered for XC (Cross Country Trains (franchise)) only, and there seems to be an ECS (Empty Coaching Stock), 5V82 from Eastleigh depot arriving at 0737, that reaches P13B by running through P8, then via New, Spur and Southern Junctions.  Am I right in thinking that means it would use the eastern underpass?

Looks like it.  Also several ECS moves from FGW (First Great Western) planned to go that way.  A total of 11 trains a day according to the link - only one of which is a passenger train, the 06:08 Reading to Shalford.  An early start for the track bashers!  Wink
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« Reply #1073 on: January 04, 2013, 12:08:35 »

For anyone interested in how platform arrangements are going to work at Reading come the opening of the new platforms it's now possible to view them. Have a look at this link. New platforms 13 and 14 are divided in to A and B parts with Cross Country services terminating at Reading using B ends, and FGW (First Great Western) services terminating from London using A ends. Fast country bound services will depart from Platforms 7, 8 and 9. Quite a change from everything using 7 as is the current situation.

I've posted about XC (Cross Country Trains (franchise)) trains terminating in P13 and sharing with GW (Great Western) stoppers at the other end before, it was clearly stated in a NR» (Network Rail - home page) Network Change notice a few months ago which I linked to, however this now seems to add confirmation that the platforms will be marked as A and B ends.  (Just like the way they use the island at Southampton for terminators, as came up in discussion before...)

Paul

Yes, we discussed before how Padd- Rdng locals would be dealt with and whether any of the RL platforms would operate like the Southampton island platform.  I note from the track diagram posted a while back that there are no intermediate signals along P13 or P14 - I wonder how Drivers are supposed to know where they should stop? (ie in the middle of the platform under the canopy, or at the near or far end from where they are entering).

And talking of canopies (sorry I know I've gone on before about this), the short canopied areas do not sit well with maybe a 5 car XC at one end, a 5 car Turbo at the other, and a canopied gap in the middle.  Still, sod the passengers, they can all get wet at Britain's newest station. 

More seriously, most passenger injuries occur getting on and off trains, and these are more likely to occur on patforms open to the weather. 

So I wonder if the A and B arrangement is just temporary.
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« Reply #1074 on: January 04, 2013, 12:19:47 »

Yes, we discussed before how Padd- Rdng locals would be dealt with and whether any of the RL platforms would operate like the Southampton island platform.  I note from the track diagram posted a while back that there are no intermediate signals along P13 or P14 - I wonder how Drivers are supposed to know where they should stop? (ie in the middle of the platform under the canopy, or at the near or far end from where they are entering).

All signals controlling moves into 12/13/14 and 15 from either end are fitted with a position light signal (i.e. the two white lights), so I'm guessing that if you get a main aspect you stop in the centre of the platform and if you get a red and then two white lights then you stop at the relevant 'A' or 'B' end (short of any obstruction).  There have been murmurings of discontent with this system amongst drivers and driver managers.  I'll let you know more when I know more...
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Gordon the Blue Engine
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« Reply #1075 on: January 04, 2013, 12:37:26 »

So how are the platforms divided up for Track Circuits?  How will the signaller know where the first train in to the platform has stopped, and whether there is room for the second train?

a liitle later...  And how common is it for trains carrying passengers to be signalled under calling on signals, unless they're coupling up?
« Last Edit: January 04, 2013, 12:43:46 by Gordon the Blue Engine » Logged
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« Reply #1076 on: January 04, 2013, 12:39:37 »

I don't know, but if and when I find out I'll post the details.
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Gordon the Blue Engine
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« Reply #1077 on: January 04, 2013, 12:43:11 »

Thanks II, I'd be interested to know. 
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John R
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« Reply #1078 on: January 04, 2013, 13:31:39 »

a liitle later...  And how common is it for trains carrying passengers to be signalled under calling on signals, unless they're coupling up?

Isn't this similar to the situation at Temple Meads, where trains frequently occupy the two sides of the same platform face? Though I don't know whether calling on signals are used, as the route indicators tell the driver which platform to stop at.
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« Reply #1079 on: January 04, 2013, 14:04:39 »

Only Platforms 12 to 15 will have divided train detection sections (the division being under the London End of the new link bridge).  There are strict rules on Calling On movements and the signalling controls can be quite complex.  Basically the entry signal should not be more than 800m from the point of obstruction.  In the new station layout there will be entry signals at the immediate ends of the platforms (back to back with the exit signals) and you can see this in the track layout diagrams posted above (I think that some of the new signals are erected already).  Thats not the end of it though as all such movements need to be risk assessed at the time of design to ensure the risks are ALARP (an example of this is the risk is increased if the platform is curved and the obstruction point cannot then been seen until late in the movement).  Generally these days the ORR» (Office of Rail and Road formerly Office of Rail Regulation - about) is very strict about approving such controls but they must have approved these ones Roll Eyes
« Last Edit: January 04, 2013, 14:24:38 by SandTEngineer » Logged
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