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Bristol Resignalling 2016-2018

Current and future British signalling (UK except Northern Ireland)

Re: Bristol Resignalling 2016-2018

Unread postby Fast Line Floyd » Tue Jan 31, 2017 4:25 pm

DY444 wrote:
rower40 wrote:
LAMPMAN wrote:This February 2017, resignalling will see Panel D at Bristol Panel close with control passed to Didcot TVSC. Didcot TVSC will then fringe to Gloucester Panel at Berkley Road Jn

Didcot TVSC will also then control from Paddington buffer stops to Patchway, where it fringes with South Wales Control Centre. While this may not be as long as trains remaining under (say) RETB control in the windswept wilds of Scotland in terms of distance or time, is it the longest number of signal sections that a train remains in one control centre?


Rugby might be a contender

I would think Motherwell would come a fair way up the list.
Last edited by Fast Line Floyd on Tue Jan 31, 2017 9:07 pm, edited 1 time in total.
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Re: Bristol Resignalling 2016-2018

Unread postby Mad Mac » Tue Jan 31, 2017 6:47 pm

Motherwell and Waverley both around the 80-90 mile mark, I think Paddington - Bristol is further?
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Re: Bristol Resignalling 2016-2018

Unread postby Fast Line Floyd » Tue Jan 31, 2017 9:08 pm

Mad Mac wrote:Motherwell and Waverley both around the 80-90 mile mark, I think Paddington - Bristol is further?

I was under the impression that Motherwell was nearer 105 miles but I may be wrong.
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Re: Bristol Resignalling 2016-2018

Unread postby Mad Mac » Tue Jan 31, 2017 10:40 pm

Coming straight up WCML, about 85 miles from first to last signal on Motherwell.
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Re: Bristol Resignalling 2016-2018

Unread postby Mike Stone » Sun Nov 12, 2017 3:51 pm

It appears that the current works will make parallel departures from Parkway towards Temple Meads and South Wales possible - will it also allow parallel moves the other way?
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Re: Bristol Resignalling 2016-2018

Unread postby Fast Line Floyd » Mon Nov 13, 2017 10:45 am

Mike Stone wrote:It appears that the current works will make parallel departures from Parkway towards Temple Meads and South Wales possible - will it also allow parallel moves the other way?

If you mean into Parkway the answer is yes.
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Re: Bristol Resignalling 2016-2018

Unread postby S&TEngineer » Mon Nov 13, 2017 2:54 pm

In fact, the new layout and signalling will allow three parallel movements in or out at the West end of Bristol Parkway station, one to/from South Wales, one to/from Avonmouth and one to/from Bristol Temple Meads in any to/from combination.
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Re: Bristol Resignalling 2016-2018

Unread postby Mike Stone » Tue Feb 6, 2018 2:38 pm

https://www.networkrail.co.uk/feeds/rai ... from-2019/
;
Presumably just Filton-Yatton or thereabouts, as trains terminate Weston, transfering to Didcot?
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Re: Bristol Resignalling 2016-2018

Unread postby steve thompson » Wed Feb 7, 2018 12:15 pm

The headline at the top says about Bristol that it has to have "direct services to London from 2019". I though they had direct service's since about 1840.
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Re: Bristol Resignalling 2016-2018

Unread postby Ashley Hill » Wed Feb 7, 2018 8:35 pm

It's always fascinating how the quadrupling is spun as a new project even though it's just putting back what was once already there.
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Re: Bristol Resignalling 2016-2018

Unread postby Mike Stone » Thu Feb 22, 2018 3:17 pm

S&TEngineer wrote:In fact, the new layout and signalling will allow three parallel movements in or out at the West end of Bristol Parkway station, one to/from South Wales, one to/from Avonmouth and one to/from Bristol Temple Meads in any to/from combination.

I presume you mean post-Filton four tracking? At present although there is a 15 mph facing crossover at Filton there does not appear to be any signalled routes through it - I am guessing that a higher speed crossover will replace it, but having to run "wrong line" from Abbey Wood to the east end of Parkway will make it of little use in regular operation, especially with the extra half-hourly Paddington-Bristol service in the full IET timetable.
What Parkway really needed was the ability for a train from Bristol to arrive in p.3 while a South Wales train ran into p.4, instead of standing out, i.e. there should have been two up lines and one down between the station and Stoke Gifford not v.v. but that ship presumably sailed with the layout provided at the opening of platform 4.
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Re: Bristol Resignalling 2016-2018

Unread postby Mike Stone » Sun Mar 4, 2018 3:08 pm

I note that the SA currently refers to permissive working for the purpose of detaching multiple unit trains in p.15 - surely that's meaningless as trains can be split anywhere it's not specifically prohibited?
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Re: Bristol Resignalling 2016-2018

Unread postby Fast Line Floyd » Sun Mar 4, 2018 6:34 pm

Mike Stone wrote:I note that the SA currently refers to permissive working for the purpose of detaching multiple unit trains in p.15 - surely that's meaningless as trains can be split anywhere it's not specifically prohibited?

I would assume that as they are planning to split multiple units then by default they probably will want to couple them which does require permissive working.
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Re: Bristol Resignalling 2016-2018

Unread postby Mike Stone » Thu Apr 19, 2018 6:59 am

I was surprised to see how much further west the mid-platform signals are on 3/4. I assume to fit a full length train in P3.
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Re: Bristol Resignalling 2016-2018

Unread postby Ashley Hill » Thu Apr 19, 2018 2:40 pm

Platform 3 can now fit a 10 car IEP. This has left P4 very short. There is currently an instruction that if you are arriving from West end gantry and signalled into P4 on a single yellow and the driver knows the train will not fit they are to stop at the yellow and contact the signaller. There is a rumour that this signal may be moved sometime in the future as it is being found too restrictive,perhaps when (if) the Brunel trainshed is bought back into use.
There is I believe also an issue where the axle counters say the train is clear of the mid platform signals but the long nose of an IEP is still fouling the section in rear. For example,if a platform is to be shared (modern parlance) ie IEP on P7 and a unit needs P8 from the west the signaller has to confirm with the platform staff if the IEP nose is fouling P8. If it is then the unit for P8 is talked by the signal at west gantry.
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