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St. Simon

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    https://sjpmodels.wordpress.com/

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    Model railways
    Signalling

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  1. Hi, Thank you, I'm glad you've found it useful! Simon
  2. Hi, The Electrostar software was just to get them in service (I assume), the Class 710s were the first to get the Aventra software (hence all the delays), and now they are going back upgrading the 345s to new software and the best time to do that is when you are inserting two new coaches rather than on the in-sevice trains. Simon
  3. Hi, There has been some testing of 9-cars out to at least Twyford, but they are still testing the new software (7-Car 345s have Electrostar software, where as the 9-Car 345s will have Aventra software). Simon
  4. Hi, Slightly off topic, but the current ‘Up Branch Home’, T3570, is a Dorman ILS three aspect signal with a position light and MI. It lost its feather when Maidenhead was remodelled a few years ago to connect up the Stabling Lines and the loop line, which removed the connection between platform 4 and the branch. Simon
  5. Hi, It was your barriers that aspire to! Unfortunately, my scratch building skills really aren’t up to the point of being able to build something like that! Simon
  6. Hi, I’m in the middle of writing the signalling data for my MCB-OC on the new layout ( Now, they are models on the market by PECO, Wills and Hornby. However, they aren’t all that good (i.e. rubbish) and aren’t motorised, although there are motorising kits. What I would really love is the Veissmann models ( https://viessmann-modell.com/en/product-range/gauge-h0/railway-crossings/252/h0-level-crossing-with-decorated-barriers-fully-automatic?c=255 ), but not only are they very expensive, but they also work off 16v AC, but I want to run something off 12v DC. So, what’s the easiest way of getting realistic level crossing barriers that work without having to scratch build them and what’s the best motorising kit for them? Simon
  7. Hi, Rather sadly, I'll be missing the SWAG do this year, I'm helping @Graham_Muz with Canute Road Quay at the Epsom Show instead. I haven't missed one for a number of years and it has always been a real highlight of the year! Roll on next year! (or is that a bit early?) Simon
  8. I wander if it a simple case of the TfL signallers, operators, maintenance etc. know CBTC from other tube lines (although they are SelTrac, they presumably work roughly similarly?) and went down that route? Simon
  9. Interesting, before I wrote my reply I asked my design colleagues working on ETCS at Heathrow about any interference and they've heard nothing and I fairly regularly talk to the engineers for the ETCS at Heathrow and for the ATP, I have yet to hear any comments about interference. They've tested, successfully from what I can gather, ETCS trains (both the Class 97s and Class 313) on ETCS in Heathrow and there's no reports of ATP faults down the tunnel from what I can tell. Simon
  10. Hi, As discussed back on Page 37 (I won't blame you for not reading back that far, took me a little while to find it!): Simon
  11. Hi Phil, ATP and ETCS Level 1 / 2 are both fitted in the Heathrow Tunnels and are currently useable, and will be for some time, there's no infrastructure reason why they can't be used simultaneously. They are driven off different systems within the signalling (ETCS takes information directly from the interlocking through an RBC and out to the train via radio / balises, where as GW-ATP is a bolt on system from the outputs of the interlocking to pass information via Beacons) The problem is that as GW-ATP and ETCS effectively provide the same function (Automatic Train Protection), they can't be used simultaneously by the same train, but there's nothing stopping Class 345's using ETCS and Class 332's using ATP at the same time. The reason for the delay in using the ETCS in the Heathrow tunnels is that they are still issues with the Class 345's, not the equipment on board the train. There is no plan to turn off the GW-ATP equipment until ETCS reaches Bristol, even though it may be unused in the Heathrow Tunnels. The Class 80x's still need to use ATP (even though they have ETCS installed, GW would prefer to have it all the way to Bristol before they start using I believe). The reason for the replacement of the HEx Stock is the need to get rid of the HEx Depot at Old Oak to make way for the new station there, therefore they need to be moved to a different depot which GWR have decided to be Reading (no other suitable Depot site is available between Paddington and Stockley). As the HEx Stock is not fitted with TPWS / AWS and ATP is not fitted to all lines beyond Stockley (nor will be), then different stock needs to be used to ensure safe operation, and GWR have gone with Class 387s with ETCS conversions. Only two are currently being used by service trains: Paddington High Level to Stockley - Fixed block, using fixed train detection, multi-aspect signalling with AWS and enhanced TPWS (used by Class 16x, Class 345, Class 387 and Class 80x) Paddington High Level to Heathrow - Fixed block, using fixed train detection, multi-aspect signalling with GW-ATP (used by Class 332, Class 360 and Class 80x) Once the Class 345 and Class 387s have been made to work on ETCS, that will increase to four Paddington High Level to Stockley - Fixed block, using fixed train detection, multi-aspect signalling with AWS and enhanced TPWS (used by Class 16x, Class 345, Class 387 and Class 80x) Paddington High Level to Heathrow - Fixed block, using fixed train detection, multi-aspect signalling with GW-ATP (used by Class 332, Class 360 and Class 80x) Heathrow Airport Junction to just inside the Heathrow Tunnels - Fixed block, using fixed train detection, multi-aspect signalling with ETCS Level 1 Overlay (used by Class 345 and HEx Class 387) Just inside the Heathrow Tunnels to Terminals 4 & 5 - Fixed block, using fixed train detection, multi-aspect signalling with ETCS Level 2 Overlay (used by Class 345 and HEx Class 387) When Crossrail is fully up and running and everything is installed, then there will still be four, but slightly different arrangements: Paddington Low Level to Westbourne Park - Moving block(?) CBTC in-cab signalling with back up fixed train detection (used by Class 345s) Paddington High Level to Stockley - Fixed block, using fixed train detection, multi-aspect signalling with AWS and enhanced TPWS (used by Class 16x, Class 345, GWR Class 387 and Class 80x Paddington High Level to Heathrow - Fixed block, using fixed train detection, multi-aspect signalling with GW-ATP (used by Class 80x) Paddington High Level to Heathrow - Fixed block, using fixed train detection, multi-aspect signalling with ETCS Level 2 Overlay (used by Class 345 and HEx Class 387) I believe they have to have ATP installed for running at 125mph, as that is part of the GWR Safety case. Simon
  12. Railcom? I haven’t heard about that, more information would be greatfully received. How might it be applied in JMRI? Simon
  13. Hi, Having reviewed all the replies on here (some very interesting concepts, I do like idea of AR on the layout!), I think the best option is to use RFID Tags and 'condition' out multiple tags using a 'transmit' button. I'll let you guys know how it all works out! Regards, Simon
  14. Hi, This topic has been done to death several times now, all ending in large arguments. Yellow Ends are no longer mandatory only if the headlights on a train conform to a standard which was released a couple of years ago (can't remember when and can't remember the number), hence why older trains still have yellow ends as their headlights are not compliant. Simon
  15. Hi Tony, Thank you, I hope you find it useful and if you have any questions please ask! Simon
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