Edwin_m

Why couldn't it be used for passing trains? Interesting to hear it's been repaired, can't think what their planning to use it for unless they are introducing new services and it can be used as a passing place.

IIRC Clarbeston Rd to Fishguard is a single token section so only one train can be on this section at once. The loop points are unlocked by a ground frame for which the token acts as the key. This arrangement is not suitable for passenger trains to use the loop and certainly not to pass there. I believe there was an attempt to revive Trecwn a few years back, possibly explaining the work done to the track, but it came to nothing.

Some time ago I had a look on the web to see where the Arriva units were used and if I remember rightly 158s (what you said you traveled on) aren't used on the local peak Cardiff service anyway (I think it said they were used on the Aberystyth/Porthmadog lines).

They are indeed, but also on the Birmingham-Holyhead and various other services around Cardiff though they are barred from most of the Valleys. 175s normally work Manchester-Milford Haven, Manchester-Llandudno and Cardiff-Holyhead. I think the daytime Fishguard-Cardiff turned into a peak extra to Abergavenny, and you may also see 158s on Cheltenham-Maesteg.

There's also the Class 57 loco-hauled train from Cardiff to Holyhead, if they could get hold of a single DVT for the end of the train (or bypass both Swansea and Carmarthen) maybe they could extend that service to Fishguard.

I doubt it has enough layover time in Cardiff to achieve this, though I don't have time to check the timetables at present. Anyway the 158 is already spare, has lower running costs, more than enough seating for the number of passengers and the local crews already have traction knowledge. DVTs can't control class 57s.

I thought the best way of going about it though was to add a second sprinter to the Pembroke Dock service and spilt it at Whitland (so there are no additional service running through the single track bottleneck at Gowerton).

I did some work on the timetables west of Swansea a couple of years back, though most of this was about options to increase the service if and when the bottleneck is doubled. The Pembroke Dock service sits at PD for the most of an hour so as to meet the next one in the loop at Tenby, and I think adding a Fishgard portion would give equally poor stock utilisation on that route as well. A single unit could give a reasonable two-hourly shuttle to Carmarthen, which could connect there for further east, or a more irregular service that fits better with the ferries. If you wanted through running then I think coupling to the Milford Haven would work well timetable-wise, but there are no spare 175s and they won't multiple with anything else.

Trains can't pass at Trecwn. The loop is only for run-round and "locking in" a train for the depot, which as somebody has pointed out is out of use anyway. However when I went by last year the loop track looked as if it had just been repaired.

There is a local pressure group lobbying for a more frequent service to Fishguard plus re-opening of the Goodwick station. There are several sailings without rail connections and Goodwick could be a better railhead than Haverfordwest for some of the local population. It would need funding from Welsh Assembly Government and another DMU for ATW to run it with - both I guess rather improbable at present.

Incidentally the existing workings don't require any extra stock, as the units work around Cardiff at peak times and would otherwise be standing idle during the middle of the day and the night.

Incidentally the Fishguard trains often run via the Swansea District line, probably to keep crew route knowledge up for when it is needed for diversions. The timings seem pretty slack - our 158 waited 10min or so to rejoin the main line at Briton Ferry and was a good bit early into Cardiff.

be thankful that there is still investment in railways and railfreight, unlike other countries like Ireland!

In the last decade or so most of the train fleet in Ireland has been replaced, along with a large slice of the signalling. Dublin has got two tram routes, both are being extended, and still to come is the first stretch of quadruple track and a heavy rail tunnel under the city, not to mention a Metro for good measure. All this still seems to be on despite the economic situation which has hit Ireland worse than most.

So while I grant you freight is almost non-existent (the country is just too small with no international rail connections) you can't really level a charge of lack of investment.

I believe HMRI was unhappy with the ability to see signals at 140mph. The 5-aspect section was used for acceptance testing of the 225 sets (if they specified it on the order they had to prove it had been delivered). Never, officially at least, used in passenger service at above 125.

What are you saying I don't understand what you meant by ED?

This thread was wrongly titled as Class 73. This was a class of Electro-Diesel locomotives which could take power from the third rail DC network, and also had a small diesel on board for running in sidings and on non-electrified routes. A few are still running on the network with quite a few more in preservation.

Does this method work for 37/47's etc?

I've done a 47 (not the new version released in the last year or so) and the OP says the older version of the 37 is similar too.

I don't bother with the channels in the chassis as I've found you can run the orange and grey wires up between the two halves of the chassis without fouling anything. This also helps with the 158 as you don't have to remove the inner roof right out to the edges.

If using the ohms setting then turn DCC off and connect the meter between the top rail and a convenient place on the green wire, then between the bottom rail and the red wire. If using the AC volts setting then just turn the DCC power on and connect the meter between the two rails.

Ok I am total duffer when it comes to electrics. Now that I have started wiring my layout I want to test my connections. Using one of those cheep test meters with a dial in the middle, what do i set it on when i want to check each track?

 

Thanks Tom

You can set it to the lowest range ohms setting (may be shown by the greek letter omega, don't ask me how to type it here!). Check between the rail and the controller feed that you hope you've just connected to. Anything over about half an ohm is a bad joint. NB to measure ohms you need a battery in the meter, and before you start touch the two leads together and make sure everything is working by getting a reading of zero ohms. The meter scale is probably "backwards" (zero on the right) for ohms.

Or with DCC power on you can set it to AC volts (could be "V~") with a setting of 20 volts or the next one above. Measure between the two rails, and if both are connected you will get about 15 volts shown - exact voltage doesn't matter and will be wrong anyway. However this method won't show up poor joints - if it makes any sort of connection you will get the full volts.