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On 12/10/2021 at 14:53, Christopher125 said:

An unusual (unique?) development at Esplanade - to aid with sighting they've repurposed the redundant WFP35 on the pier shuttle platform to be a co-acting signal.

 

There had been talk of a signal in the four foot of the old down line but the hole was later filled in, so presumably someone noticed that a simpler solution was literally right in front of them.

 

51156390503_9f4ff747b8_w.jpg

483008 | (appr.) Ryde Esplanade, Isle of Wight (1) by jimbolimbo9, on Flickr

 

Interesting -- thanks - but is that co-acting with the signal on the left, or vice-versa?

 

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12 hours ago, Mike Storey said:

 

Interesting -- thanks - but is that co-acting with the signal on the left, or vice-versa?

 

That's the bit I don't quite understand either - WFP34 on the former up platform will have much better visibility (being on the outside of the corner) than 35 on the down, so wouldn't need repeating. Maybe repeating another signal further on (though I can't see any more between the station and the tunnel). In that case of course it'd need changing to yellow/green rather than red/green - but then why not change 34 to a 3-aspect...

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20 hours ago, Mike Storey said:

Interesting -- thanks - but is that co-acting with the signal on the left, or vice-versa?

7 hours ago, Nick C said:

That's the bit I don't quite understand either - WFP34 on the former up platform will have much better visibility (being on the outside of the corner) than 35 on the down, so wouldn't need repeating.

 

It's the signal on the disused platform to the left that's co-acting - there was talk of a sighting issue, perhaps for stationary 4-car trains which stop too close to 34 for the driver to see it?

 

In support of this you can actually see in the photos below, taken from near identical positions, that the signal appears to have been turned slightly.

 

50863697396_f1c9142d55_w.jpg
Island Line 483006 by George (L305 PWR), on Flickr
51440987229_80039baf02_w.jpg
484003 Ryde esplanade 09/09/21 by James_Pilbeam, on Flickr

Edited by Christopher125
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3 hours ago, Christopher125 said:

 

It's the signal on the disused platform to the left that's co-acting - there was talk of a sighting issue, perhaps for stationary 4-car trains which stop too close to 34 for the driver to see it?

 

In support of this you can actually see in the photos below, taken from near identical positions, that the signal appears to have been turned slightly.

 

50863697396_f1c9142d55_w.jpg
Island Line 483006 by George (L305 PWR), on Flickr
51440987229_80039baf02_w.jpg
484003 Ryde esplanade 09/09/21 by James_Pilbeam, on Flickr

 

That makes more sense, thanks.

 

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Network Rail seem to be making much more use of co-acting signals nowadays.  London Victoria (South Central Side) has some now located in the six foot to serve right hand side platforms (15, 17, 19 and probably others) as sitting in the drivers seat of a full twelve car 377 or 387, I cannot actually see the platform mounted starter signal (especially the Right Away RA indicator now we are all DOO) without craning my neck around as there is the bulk of the corridor connector and associated bits in the line of sight.

 

A good idea all around.

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3 hours ago, John M Upton said:

Network Rail seem to be making much more use of co-acting signals nowadays.  London Victoria (South Central Side) has some now located in the six foot to serve right hand side platforms (15, 17, 19 and probably others) as sitting in the drivers seat of a full twelve car 377 or 387, I cannot actually see the platform mounted starter signal (especially the Right Away RA indicator now we are all DOO) without craning my neck around as there is the bulk of the corridor connector and associated bits in the line of sight.

 

A good idea all around.

Is this somebody's bright idea, or an inevitable consequence of the drive to maximise train lengths?

 

Either way, it's nice to see solutions being applied that don't involve a ton of technological overkill.

 

John

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17 hours ago, Dunsignalling said:

Is this somebody's bright idea, or an inevitable consequence of the drive to maximise train lengths?

 

Either way, it's nice to see solutions being applied that don't involve a ton of technological overkill.

 

John

 

Bright idea, or that horrific, bureaucratic spectacle of the modern era: proper risk assessment?

 

Barstewards. How dare they muck up a perfectly serviceable history of correcting stuff after accidents had already occurred!

 

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Overnight, some little thieving so and so stole the whistle off car 126.  Removed carefully apparently. 

 

An appeal for its anonymous return has appeared on social media. 

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Hopefully you can see this linkedin post by the signmaker AJ Wells, showing the signage at Brading - I remain totally baffled by the foot crossing, the fencing is above head height yet it still looks like the crossing will remain open with only a stern warning to look both ways. Quite bizarre.

 

https://www.linkedin.com/posts/ajwellsandsonsltd_architecture-branding-construction-activity-6859134600984190976-7MEU

 

...on closer inspection some of the fencing on the far side has been cut down, but the view towards Sandown is still obstructed. There's been a lot of activity at Brading this week I gather, presumably trying to sort this out?

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22 hours ago, Christopher125 said:

Hopefully you can see this linkedin post by the signmaker AJ Wells, showing the signage at Brading - I remain totally baffled by the foot crossing, the fencing is above head height yet it still looks like the crossing will remain open with only a stern warning to look both ways. Quite bizarre.

 

https://www.linkedin.com/posts/ajwellsandsonsltd_architecture-branding-construction-activity-6859134600984190976-7MEU

 

...on closer inspection some of the fencing on the far side has been cut down, but the view towards Sandown is still obstructed. There's been a lot of activity at Brading this week I gather, presumably trying to sort this out?


Interesting that even the new signage retains the retro-style totems and green-and-white signage.  Given that the “new” trains are in the latest SWR livery I’m surprised they didn’t go for standard SWR signage.

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23 hours ago, Christopher125 said:

Hopefully you can see this linkedin post by the signmaker AJ Wells, showing the signage at Brading - I remain totally baffled by the foot crossing, the fencing is above head height yet it still looks like the crossing will remain open with only a stern warning to look both ways. Quite bizarre.

 

https://www.linkedin.com/posts/ajwellsandsonsltd_architecture-branding-construction-activity-6859134600984190976-7MEU

 

...on closer inspection some of the fencing on the far side has been cut down, but the view towards Sandown is still obstructed. There's been a lot of activity at Brading this week I gather, presumably trying to sort this out?

Thats good a local company carrying out the work not sure where they are in Aylesbury but its a good job.

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On 28/10/2021 at 22:08, RichardLong said:


Interesting that even the new signage retains the retro-style totems and green-and-white signage.  Given that the “new” trains are in the latest SWR livery I’m surprised they didn’t go for standard SWR signage.

AIUI, following the rearrangement of the rail industry, including SWR, further application of the livery (e.g. to that portion of the Class 159 fleet still in ex-SWT colours) has been suspended.

 

That will logically apply also to station branding.

 

John 

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Bit of a weird day. 

 

- Signalling issue at Ryde in the morning.

- Poor timekeeping, presumably due to dwell times, new speed limits and TPWS?

- Lineside fire near Sandown kyboshed the service mid-afternoon.

- Surprisingly they used the horn instead of the whistle for crossings - I did wonder how they'd get that past the ORR tbh, even though it's distinctive and what people here expect.

 

Edited by Christopher125
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The units are timetabled to run a return trip every hour but they were losing a few minutes every trip. The reason was stated to be the doors but not sure why?

 

To make up time, after lunch they terminated a service at Ryde Esplanade - but the people on the train and waiting on the platform who had luggage, and who wanted to go to the end of the pier to catch a ferry, were really not happy. The poor unfortunate driver was getting a lot of unnecessary abuse. A bit sad as it was great to see trains running again and there seemed to be plenty of passengers

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Despite talk of level boarding at Brading and significant work replacing the adjacent cattle creep with a culvert, underpinning the platforms and excavating the trackbed... the track itself appears no lower now than before.

 

Presumably it's been descoped at some point - no great surprise - but it's left the 484's wheelchair ramps somewhat inadequate. Anyone know more?

 

(484001 being delivered last year and a video uploaded today)

 

Brading140.jpg.11cc0dce56f8cff5bdc704dfef777d18.jpg

 

 

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This letter does a good job explaining why - without finding some time between Ryde and Brading - passing trains at the new loop is looking problematic.

 

https://www.countypress.co.uk/features/19727028.brading-passing-loop-island-lines-major-problem/

 

Quote

Running time from Ryde Pier Head to Brading on the old timetable was 14 minutes which was quite tight and trains often ran a little late in the summer period, particularly if a stop at Smallbrook Junction was required.


There was a seven minute turnaround at the Pier Head which meant that a train took 35 minutes to get from Brading to the Pier Head and back.

Brading Station is only ten minutes travel time from Shanklin which means the passing loop is nowhere near halfway along the line.

 

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On 24/11/2021 at 16:23, Christopher125 said:

This letter does a good job explaining why - without finding some time between Ryde and Brading - passing trains at the new loop is looking problematic.

 

https://www.countypress.co.uk/features/19727028.brading-passing-loop-island-lines-major-problem/

 

Reading the letter, one does wonder which is uppermost in the minds of SWR, minimising crewing costs or providing a service that satisfies the desires of the passengers. If you have a railway that runs to the pier head, it becomes a given that trains should connect with the ferry service, and not just for passengers travelling beyond Ryde Esplanade either. In the absence of the now long lost pier tramway and the other railway services, the railway provides an important link from the ferry to the bus services that serve the rest of the island.

 

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On 27/11/2021 at 08:11, jim.snowdon said:

Reading the letter, one does wonder which is uppermost in the minds of SWR, minimising crewing costs or providing a service that satisfies the desires of the passengers. If you have a railway that runs to the pier head, it becomes a given that trains should connect with the ferry service, and not just for passengers travelling beyond Ryde Esplanade either.

 

SWR though are constrained by what subsidy the Treasury is willing to tolerate as mentioned, but also by the realities of the infrastructure - locations of passing loops, length of track, speed limits - that they have.

 

Also a bit unfair to put the blame entirely on SWR and not also on the ferry service who are theoretically an equal partner in attempting a linked up timetable.

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On 27/11/2021 at 14:45, corneliuslundie said:

But is it SWR or HM Treasury which is now making such decisions?

Jonathan

 

No change in that respect - it has always been the DfT (and thus eventually HM Treasury). The only thing that has changed is that revenue responsibility now also rests with DfT and not the TOC. The TOC just gets a management fee, for which bonuses (or theoretically, penalties) are applied based on a set of performance and customer service metrics.

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