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The Stationmaster

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The Stationmaster last won the day on January 10 2022

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    A long and catholic interest in railways but especially operations and signalling and not put off by over 40 years in or associated with the industry in Britain and abroad. Also enjoy photography, some DIY, gardening and travel.

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  1. The paths work without problems so that isn't the trouble. The problem - when it occurs - is if the IET loses its path and presents late at Bedwyn and/or Newbury it can then be hit by the presence of other trains. Provided they start on time the freights generally maintain their running time without problems - unless they are delayed catching up a late running train. Regulating freights up the Stert & Westbury/B&H Extension/B&H is fairly straightforward - providing that a non-stop passenger train hasn't left Taunton a heavier stone train will have a margin from Westbury to Woodborough and even a lighter one wouldn't be able to make Hungerford without hitting the fast passenger train. That is very simple regulating. Newbury is generally of little use for looping Up freights because of the passenger service so the margin really has to be Hungerford to Theale and that depends on Theale loop being available. There isn't then any really usable freight loop in the Up direction during the passenger train running period until Farnham Road (which isn't very long) or Iver. The diveunder at Reading can be used to loop shorter freights or possibly one of the platform lines at Reading depending on what else is around. Pre Reading reconstruction the stone ytrains had to be timed around the passenger service and that hasn't really changed, apart from the complications added by the Liz Line - but if passenger trains are late in the wrong place they might be hit by a freight running in its correct path.. But none of that matters because if the passenger trains are running on time no problem arises.
  2. Twyford West (aka Lands End to the locals in days of yore) on the Up Main is a particularly n bad one and always has been since the introduction of IETs.
  3. But were they adequate for the expected increase in passenger numbers which they would bring ? (They were designed for that, not the passenger numbers already being carried). Their big problem is that while increased frequency was intended to handle the total numbers on the core section of route between Reading and Birmingham that doesn't meet the peak demand - either pre-Covid or now. Some benefit resulted from the 'Covid timetable' which used sets in pairs over that core section but that doesn't always work due to lack of onboard staff to cover two sets on one train and many have in any case now reverted to single set operation (and back to massive overcrowding on that section of route on many trains). From personal observation I think part of XC's problem is the generally very heavy loading on that section with much lighter loading north of New St and lighter - but still good load factor - loading south of Reading. The ideal answer would be to add an additional set to certain of the heaviest loading trains in either direction between Reading and Wolverhampton. (the latter to avoid the congestion at New St) but that would come with a cost in both train and staff resources and achieving ideal balances for the extra set wouldn't be as simple as it might sound. I wonder about the future because I doubt that a 5 car IET would be able to match Voyager sectional running times.
  4. Part of the problem on the B&H (i.e the genuine B&H eastwards from Hungerford) is that if Up trains have dropped the 'right' - i.e. wrong amount of time they will lose their path and suffer further delays. Generally on full diesel power they should not lose time but even then if they get some sort of check they simply do not have the power available to recover from it unlike an HST which could usually snatch back time with a clear run after being hit for a few minutes. Another problem I've noticed - which contributes - is station overtime (not very much at either) at both Tiverton Parkway and Taunton (often added to time lost at St Davids). That simply cannot be regained on the climb to Whiteball so becomes cumulative if another couple of minutes is lost at Taunton. With an engine out things do indeed become dire - hence my experience last year on Down train, of being looped at Tiverton Jcn on a very poorly IET which was losing time hand over fist. And even from Day 1 their power problem was noticeable - exactly one minute lost passing through theSevern Tunnel with a clear run due to lack of poke on diesel - put simply they are under-powered, end of.
  5. Yes - but. The big 'but' is the difference between a turning capability being available and time and resources being available to allow it to be used. That is little different now from the days of the WR HST fleet - the sets have limited overnight time on depot so if a set 'needs' to be turned it either has to go on depot late or come off depot early. That very often won't be possible due to the way depot workload has to be arranged and that is probably little or no different now from the way it was with the HST fleet - there is rarely sufficient time available to do it. There resourcing problem is also an added difficulty. Booking on or off times can be difficult to alter as it will affect rest periods etc, Spare drivers basically don't exist nowadays but even if there is one (or the two you would need at most of those locations in order to save time when reversing) and it relies on suitable line capacity and signalling also being available. For example one leg of a turning on the triangle at Reading requires the train being turned to run over a mile from one of the junctions before it can revers; in the old days you were lucky to be able to turn a tran on that triangle in less than 20 minutes hence it was only done in extremis. The only simple way of turning a train was 'round Greenford' as it only involved a reversal on or off the depot, the rest was simply running without reversal but it still took well over 20 minutes. One big advantage with the HST fleet was that to some extent sets could be worked via a journey reversal going in the opposite direction to the way they had become reversed in the first place. that might be a bit more awkward now as it relies on the train provider putting a set out in a suitable diagram. all dead easy to say but it can be hellish difficult when you are actually trying to find a way of doing it without either incurring a late start or reducing the time a set has available on depot. In reality it boils down to a simple decision - do you run a train on time or do you turn it round and have a late start of 20 minutes or more (assuuming that you have a Driver(s) available to actually turn it? So overall little has changed from HST days because - don't forget - the WR HST fleet had variations in it to suit different routes. But one thing has changed and that is the quality of passenger information on station platforms with both indicators showing train formations (accurately in my experience even at stations in Cornwall) and announcements where that facility is available. Similarly in my experience on-train staff in Cornwall are very good at dealing with the consequences of trains being incorrectly formed and avising passengers of the vehicles they need to alight from. Incidentally if a 2x5 car formation stops at Camborne on the Down Main there should be at least one passenger door, if not two, on the leading set platformed.
  6. The IETs' 'alarming crashes and bangs' when traversing pointwork have been a feature since they first entered traffic (and no doubt before that) but are particularly, and increasingly, a feature of their riding east of Reading on the Main Lines. The telling thing is that the 'crashes and bangs' are not so frequent or noticeable once you get further west - while still travelling at the same sort of speeds - although the overall riding of the trains, measured in passenger comfort terms, is poor compared not only with HSTs but also compared with the Class 387 Electrostars' operated by GWR. While the 387s ride pretty well the present timetable now has them on the Mains east of Dolphin (or West Drayton in some cases) and there are numerous spots where their riding is a long way from good and at times rather alarming. Compared with their riding elsewhere - albeit at 90mph instead of 110 mph - this poor riding seems to be very much linked to track condition and the way in which it has rapidly deteriorated east of Reading since the middle of last year. I get the impression, rightly or wrongly, that both the IETs and the Liz Line 345s are 'hard riding' compared with earlier BR designed units. And of course frequencies have increased as well as a result of the addition of Liz Line trains and their frequency forcing the GWR semi-fast Thames Valley trains onto the Mains east of Slough. Clearly track attention and maintenance simply hasn't kept pace with either the increased use of all running lines east of Reading. Add to that the seeming lack of ability of current NR staff to understand and properly rectify the huge increase in the number of wet spot breakdowns in the sub-infrastructure below the top ballast and problems are inevitable.
  7. Depends on the era in which the layout is set. With mechanical points and local Perway and S&T presence plus people available to handsignal etc delays would have been much reduced unless there was some really serious damage. Back in 1978 when I was working in theWest Country we had a point run through by an empty HST set during a major blizzard (Think depth of snow measured in feet - where it hadn't drifted, up to 16 ft deep where it had drifted). The train pushed the points over and fortunately the lever was standing partly reversed and there was no damage visible when the snow finally melted several days later. Other times you could hit major problems but usually fixed within a few hours even when components needed replacing. A lot also depended on the condition of the rodding run and I have seen a point run through with no visible damage to it but very obvious lifting of the rodding run as the force was lost through the rodding run. Very different story with motor worked points where damage is inevitable and often difficult to quickly repair..
  8. Thanks. It was fascinating to see the layout - a very original and clever idea really well executed. And definitely one of those smaller layouts that benefitted from carefully checking every room with an open door in that building as there were some other real gems over there.
  9. While the venue was 'quirky' by what we tend to think of as the norm for local shows it had plenty of free parking, plus an overflow car park, and was easily accessible by car (perhaps not so by public transport?). In numerous respects it is a far better venue than the one they had used for many years in the past which, although more like the 'normal' sort of venue for a local show, always had significant parking problems. And talking to several layout owners they were very happy with the benefits during set-up of the 'individual room' layout as it gave them more space to work than usual. As what has for many years has been the one of the club's local shows (both of which I have regularly attended in the past) I'd definitely not like to see it moved away from their base or from our part of the country. It was very well staffed by universally friendly and helpful club members and it would probably lose that strong local element if it was moved to any distant (from the immediate area) venue. The NEC is presumably massively more expensive than most other venues which would impact on what we thought was excellent value money at this show; it cost a tad less for two of us to get into this show than it did for just me at Warley last year (for various reasons I rarely buy tickets in advance). In more general terms while we do fairly well for local shows within reasonable travelling distance, i.e. less than c.1 hour to get there by car or readily accessible by comfortable public transport without a long journey time, I would hate to lose any more of them following the changes enforced on Wycrail. 'Warley' (as a 'national' club show on a very large scale) and no doubt its successor as a Warners 'National Festival' show are very different from the sort of show most local clubs can organise and afford. The sheer basic costs, organising and staffing effort required, as well as the financial risk and insurance costs etc, are all in a totally different league from those of a local show; as are the resultant ticket prices.
  10. What a superb show - probably one of the best collections of top quality layouts I have ever come across at a single show (including some of the 'really big national shows'). As my daughter said (several times) it was a show where there were numerous 'best in show' layouts to choose from. Shame about the fire alarm this afternoon (Saturday) but one advantage was that if you got back in quickly you could chose your spot at some of the busier layouts where the aisles were rather too narrow! The arrangement of the exhibition was obviously dictated by the spaces available but one you got used to finding your way around and made sure that you kept on looking in every doorway as you came to it we didn't miss any layouts. In fact the one or two layouts to a separate room worked out to be quite a good arrangement provided the room was crowded - far better than narrow aisles that you get at many shows. As ever great to meet and chat with various folk we know and see some of the developments on various layouts. The drawbacks? No cakes and a limited selection of foodstuffs on offer - needs some thought for next year maybe? The arrangement of layouts in the sports hall seemed a bit hit & miss with narrow aisles in some places and huge gaps in others - maybe the floor plan needs some thought for next year? Possibly clearer detail in the guidebook re smaller rooms etc but I can see the possible difficulties in doing that. Incidentally the guidebook is of superb quality - one of the very best I have ever seen given away at a club show. One unusual feature was the relatively limited trade presence and I hope that doesn't affect the viability of the show, especially with what both daughter and I said had a reasonably priced entrance fee to see the layouts in just one of the several buildings used for the show. Good to read that they'll be at the same venue for another two day event next year. And I hope that it will, as we saw today, also appeal to families with younger children. PS having one rebuilt eye and one unrebuilt eye I found that if I used the unrebuilt one on its own I could actually see some hints of colour in parts of the delightful 'Brief Encounters' layout!!
  11. Just catching up but the percentage held by Artemis has dropped although not by quite as many percent as the extent of the Frasers Group holding. So Frasers must also have picked some up from elsewhere. But the loony (??) thing is the way the Hornby share price has now leapt up by around 40% in just over a week and today stands at a bid price of 37.50. Where has all this supposedly added value in the company suddenly come from? Is someone expecting Ashley to try to buy up even more or what is really going on? The Financial Report is c.3 months off but has the sales/finance picture changed that dramatically since the Trading Statement posted on 17 January - barely six weeks back? Definitely something a bit odd going on over the share price and it can't be for any real reason apart from a suspicion that Ashley, or 'someone', might be going to buy up more. But why does Frasers Group/Ashley (and anybody else)hsuddenly see value in Hornby?
  12. There was a major rationalisation of cattle traffic in the late 1950s (c.1958 I think). This reduced the number of locations continuing to handle cattle to around two dozen or so. I found a list many years ago of the places which continued to handle the traffic but I can't find it now; a check of various NR annual statistics booklets might give the answer but I only have few of those. As mentioned by bécasse bulk cattle imports through the Irish Sea ports, particularly Holyhead, lasted longer and were probably the final evidence of the traffic on BR. In addition donkeys were imported from Ireland via Fishguard and sent by rail to Reading in the 1960s and they were loaded in cattle wagons but they were basically only occasional moves.
  13. Spot on the build up in number and severity of wet spots and 'pumping' from the sub-formation was obvious to any experienced railway person long before they led to broken rails. in fact you could predict with ease the spots where rails would break at least a couple of months before broken rails started hitting performance. But I think it is fair to say that in one or two spots, particularly Slough West on the Up Main facing points, the extent of the problem suggested to me that the infrastructure had not been properly blanketed to take account of Thames Valley conditions when the junction was relaid - it was simply a repeat of the initial cwr programme problems of the 1960s. The trains have clearly played a significant in certain things - the Liz Line 345s have also been 'hard riding' through fitting work and their riding - according to what I've felt - has gradually deteriorated. I wonder how long the sharp radius scissors crossover at Reading East Main is going to last before there are problems with it. The 80Xs are also suffer 'very busy' riding through fittings and I do wonder if they might have helped to contribute to track deterioration on, in particular, the Up Main between Ruscombe and West Drayton West . But whatever the trains might have done - and don't forget that for some reason (signalling changes?) maximum permitted speeds for freights east of Reading were reduced following route modernisation for Crossrail - it is all too obvious that little or no patrolling and lack of proper attention to developing wet spots has been responsible for the deterioration n train performance. Incidentally I thought that the ohle was in any case supposed to be renewed to the latest standards between Acton Main Line and Airport Jcn as part of the GWML scheme to cater for higher speeds.
  14. Clearly the bloke who wrote that had not a clue about how things were managed under BR. Nice example cross country services now part of XC involved XC, the operator, dealing with the respective NR Zones through which its trains run. So one operator and 4 or 5 infrastructure access points of contact. Under BR InterCity with Cross Country managed as a sub-sector it was exactly the same as that. Pre InterCity Cross-Country sub-sector instead of one operator.business it additionally involved commercial management input from eacjh Region (5) giving a total of 10 organisations all having their two penn'rth and large meetings several times a year to secure agreement between them. As there is now a national access planning team then only two parties will be currently involved. You can't make it any simpler than that and the operator still needs contractual protection of its paths or you go back to the dog-eat-dog situation in respect of line capacity that existed in BR days. So why bother to change it?
  15. I've been keeping an eye on the RAIB websiy te 'just in case' but as yet I've found no mention of it there. So I am still presuming it will be an internal investigation, possibly with today's equivalent of a joint inquiry, but that will depend on how the incident is categorised. So if it's all internal nothing will be published On the basis of what little we do know it does still sound like a misreading related SPAD. Bbut it might also potentially involve the Driver's misunderstanding of what movements were to be made? Looking at the video and the signal plan I can't understand how the loco could have run through points because if it had stopped in the right place. on the Up Fast to reverse towards the train all the points it would be moving towards would be facing. It might possibly have split points which were motoring while a route was setting if the Driver took the wrong signal but there wouldn't have been a run through (or what we used to call a run through) because that implies going through incorrectly set trailing points.
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