Worcester resignalling is listed in a internal Network Rail document dated 14/01/2013, as going into Saltley in 2020 which is CP6^▸ (Control Period 6 - The five year period between 2019 and 2024).  The Cotswold line boxes going to Didcot a year before.

The document states on the cover, time-scales may change subject to money being available.

For Charlbury to Wolvercote see my post in new topic Stratford - Honeybourne

TPWS activation is a SPAD, as the TPWS grid is parallel to the signal, and only activates (and stops the train) as the train passes the red signal.

The risk of a SPAD is therefore very real, but because all signals are positioned with an emergency empty piece of track beyond them (**), a train can SPAD and be halted by TPWS before entering something like a single line.

Meanwhile every SPAD or SPAD & TPWS activation causes the driver and often signaller to be immediately removed from working (pending drug/alcohol test results), the incident is investigated and the record noted in the driver and signallers files.  A very few incidents like this would end that persons career.

In addition, a record of the signal is made, as part of the ongoing assessment into signals that have multiple SPADs and what should be done to cure them.


(**) called the overlap (TCB^▸ (Track Circuit Block)), or clearing point (ABS or Token/Tokenless block)

No sorry, what I mean is that they don't sit in Gloucester waiting and are usually working somewhere so to walk to the van, pack up and then drive 30ish miles to get to the next fault takes an hour.

I read somewhere the other day that the Adelantes are expected to start running (or is that re-running) between Paddington and Worcester / Malvern in July 2012 following refurbishment and crew re-training.

This is part of Network Rails policy of creating centralised depots for maintenance, the Hereford one is for the north south line, the line from Hereford to Worcester is covered by a similar depot at Gloucester, near the old Eastgate station. 

The Cotswold line is also covered by Gloucester down as far as somewhere south of Ascot-under-Wychwood.  What does this mean? - Well mainly that if something goes wrong at Ledbury or Ascot, it will be a good hour before the boys from Gloucester can drive there and if they have not got the part, they will have to drive back and get it out of the stores at Gloucester.

Lots of work planned for pretty well every night next week too with quite a few engineering trains working through during the night.

Something about installing signals in amongst all this in the southern end too.

If Chipping Campden gets re-opened that really well be something !

Oh yes there is, AW2 signal at Ascott is fitted with AWS and TPWS. All signals into bi-directional single lines are fitted with TPWS because of the huge risk.

Ascott has two TPWS fitted signals and the other is AW22 signal which is the one just south of Ascott's platform from the Oxford direction.

Yes it was a turbo on a 175.  The driver had a problem at Ludlow with it but decided to continue.  At Hereford it was smoking somewhat badly so just in case the train was evacuated and the fire brigade called.  It never actually caught fire I gather but the local police decided to evacuate the station. Nothing ran through Hereford for an hour and a half.  1P65 the 15:11 Hereford to Paddington was stuck in Hereford.

Drivers get a bit of paper with stops and times on it for their train.  As two have stopped, maybe the bit of paper has changed and now incorrectly shows the train as stopping there.

Is the same driver likely to make the same mistake two days in a row?

LM use the through platforms at Moor Street, whilst Chilten have just re-opened 2 of the 3 bay platforms.  NR^» (Network Rail - home page) own the station (and all stations), but my guess is that LM rent the station from NR, and that now Chilten rent some space from LM and have some staff based there.

Thanks, interesting.

I know that Worcester drivers with a 170 that is down an engine won't attempt Lickey.

I have just posted on the 172 thread that all the London Midland 153 units seem to be out of service since December 12th.  9 or 10 of them I believe.

Oh, not LM^▸ (London Midland - recent franchise).....  I wonder what it's doing round here?  Crew training / familiarisation ?

Incidentally, the same friend has noticed that since the 12th December timetable change, all of LM 153 units are no longer in service.  So London Midland must be 9 or 10 coaches down with no new 172s into service yet.  That must be hurting somewhere. 

A friend of mine says there is/was a 172 at Bromsgrove yesterday.  Not working, sitting in a siding.  Not sure how reliable this is, anyone know more?