Peter Gibbons wrote:John Hinson wrote:Peter Gibbons wrote:Presumably that means in practice that the Down Loop platform won't be in use, because the existing signal box is in the way, so this will have a major impact on terminating peak hour services at Rochester, which presumably will have to terminate at Strood, or alternatively run through to Maidstone West or Gillingham.
I would have thought they could detrain at the new station, and then proceed forward to the loop in the old station to reverse?
I understand that the timetable as originally planned from December 2015 will require some major alterations due to the signalling not being completed due to intensive use of the line in peak hours. Stopping and starting a train then driving it forward just 500 yards to a point where it can reverse is going to reduce the line's capacity somewhat.
Currently, any train formed of more than four vehicles occupies the overlap of the signal in rear (ER6) while using the new down platform. Therefore the vast majority of down services calling at the new station will 'cost' a section. This will cause significant delays during the evening peak unless the track circuits are tweaked (how easy is it to do this?) or the timetable is recast.
Once the new platforms are completed, reversals via the old station will no longer be possible as ER61 points will be plain-lined (insufficient clearance). At present, four terminators a day return north (with another four continuing ECS to Gillingham depot).