Twyford to Henley branch line - services, timetables, incidents and improvements

[whole diary]

[Chris from Nailsea]

Cough, splutter. 

[grahame]

and 2 on and 2 off each train as it calls at each of Shiplake and Wargrave.

Can you think of any stations which might welcome the hourly service Wargrave could move to, and which probably will be averaging more per train than it?

I can indeed - there's a certain station in a residential area not too far from where I live that 60 passenger trains a day pass through, but stops are curiously erratic like a 3 hour gap in the morning peak to the nearest city, which is just 2 stops away ... 4 trains run through non-stop during those three hours, and the train at the end of the three hour gap terminates after one stop leaving you with a 50 minute wait.

BUT this is not about comparisons in that way - especially on a branch, the CRP^▸ (Community Rail Partnership) / user group / local communities should put their heads together, and with the train operator and Network Rail as appropriate ... not up to those of us far away to be the experts for them, and work out their balance - they are best placed to do that.

P.S.  For all I know, there could be ticket anomalies on the Henley branch as there have been from Dorking West to Lelant, and from Dorchester to Tyndrum

[Silver]

I would question what proportion of the Henley annual usage occurs during the Regatta when there is already an enhance Henley service at the cost of stops at Wargrave and how many additional passengers would be recorded at Wargrave if there were ticket buying facilities at the station......

[bobm]

The last of the old type filament bulb signals have been replaced on the Henley branch.



This is the final signal before the bay at Twyford.  I note the new signal no longer displays a B when trains are routed into the bay platform and there is no calling on signal anymore.  The driver also now has a short walk if he wants to use the phone.

[Network SouthEast]

Bobm, there is still a position light on the signal. It is now integrated into the main signal head, that's all.

The location of the telephone is a moot point as the majority of calls will be made using the GSM-R^▸ (Global System for Mobile communications - Railway. A simple mobile phone that has been fitted to the turbos to allow them to operate on lines that are not covered by the cab secure radio (CSR). This allows the Network Rail control centre to send simple STOP messages to the driver or the driver to contact the controller in emergency only. When this system is in operation a guard must be provided when in passenger operation.) radio, and of course trains should be stopped short of the signal anyway, so if anything the walk for the driver is a shorter one 

[bobm]

Any reason for dispensing with the B in the theatre box?

[stuving]

Any reason for dispensing with the B in the theatre box?

Are you sure it's not still there? After all, an LED signal head only needs two lamps. If you zoom in, the top one looks different from the other two - and it's even square.

[bobm]

But it isn't lit. The old signal always showed a B for the bay or R for the relief line. I have never seen it show a proceed aspect without one or the other.

[SandTEngineer]

With modern signalling principles it is not necessary to show a route indication for the straight route if it is the higher speed route (to the bay line in this case).  I will have a check of the Signalling Scheme Plan when I'm back at work.

[insider]

Any reason for dispensing with the B in the theatre box?

This is a fault. Drivers are speaking to TVSC^» (Thames Valley Signalling Centre - about) Twyford to confirm route is set for Bay or Relief.

[SandTEngineer]

Any reason for dispensing with the B in the theatre box?

This is a fault. Drivers are speaking to TVSC^» (Thames Valley Signalling Centre - about) Twyford to confirm route is set for Bay or Relief.

I have since found a 2011 Signalling Scheme Plan that shows the signal as having the two route indications as previously (B and R).

[Visoflex]

The driver also now has a short walk if he wants to use the phone.

This is a result of new standards.  Signal Post Telephones are now provided in front of the signal.  They are usually located where the driver would stop his train when the signal was red anyway. It was deemed to be safer than having the SPT^▸ (Signal Post Telephone) on the signal post.  The driver's clear vision of all the aspects and the associated identification plate is not now limited by the length of the handset cord.  There are some locations where this is not possible, and there is a load of paperwork that has to be raised to justify the decision.

[autotank]

So I've travelled the line a few times since the new signalling came in and I have a couple of questions.

Now that the down home at Henley has been replaced by a fixed distance, what is the point of having an up starter at Henley? Would it still allow in theory 2 (or 3!) units to run down to Henley then split forming two departures in a row?

I'm I right in thinking the new arrangement wouldn't allow (which I think used to be possible?) two units to follow each other down the branch and join at Henley.

Not that I've seen either of the above ever happen - the branch is just operated as a long siding, and has been for the 25 years I've been using it!

[Oxonhutch]

I'm I right in thinking the new arrangement wouldn't allow (which I think used to be possible?) two units to follow each other down the branch and join at Henley.

The Down Home - tantalisingly too far away from Mill Lane bridge to be seen easily - had a set of calling-on cats eyes for just that move.  But like you, I never saw that happen - even during the annual Henley Regatta. It does beg the question (that you posed) as to why now have a starter at all.  When I used the branch, a starting service always used to accelerate up to the starter and then break heavily, down to a low speed, as the starter was passed. I don't know if that was something to do with TPWS^▸ (Train Protection and Warning System) or a mandatory brake test.