Reading Station improvements

[whole diary]

[SandTEngineer]

a liitle later...  And how common is it for trains carrying passengers to be signalled under calling on signals, unless they're coupling up?

Isn't this similar to the situation at Temple Meads, where trains frequently occupy the two sides of the same platform face? Though I don't know whether calling on signals are used, as the route indicators tell the driver which platform to stop at.

At BTM^▸ (Bristol Temple Meads (strictly, it should be BRI)) there are X signs to tell drivers where to stop.  You are correct that the main entry signals display the correct platform number (the X sign indicating the split point) and the display of a platform number beyond the X sign in the direction of travel is the drivers authority to pass the X sign (otherwise go to jail ).  The Call On movements are controlled by a subsidiary aspect (two white lights at 45 degrees) on the entry signal and this gives authority to enter an occupied platform up to the X sign and, with the correct platform number displayed, beyond the X sign.

[paul7575]

That letter about the Network Change for the new platforms coming into use (that I've linked to a couple of times now, eg post #887) mentions that the 12-15 roads will have 'closing up' signals.  Not a term in regular use as I recall, so are these different to what are normally described as calling on signals - or is it just a local term for the same, or indeed are these what SandTEngineer referred to as 'entry signals'?

Regarding passenger moves through 'calling on' signals without coupling, I think this is fairly common isn't it?  As well as Southampton as previously discussed, I can think of it happening normally in the bays at Portsmouth and Southsea, and at Portsmouth Harbour too.  Familiarly known as 'top train working', an example is the FGW^▸ (First Great Western) Cardiff service which at certain times of the day gets a SN train following it into the station and using the London end of the platform.   Mostly this seems to work without the sort of additional signs like they have at Bristol TM^‡(resolve).

Am I right in thinking trains always come to a stop at a Red before getting the calling on indication, so presumably that is the primary safety feature?

Getting back to Southampton, as far as I can see trains entering platforms 2 and 3 in the down direction stop at the relevant stop marker to position them in the A end by default, but the signal indications seen by drivers of trains such as the terminating XC^▸ (Cross Country Trains (franchise)) look the same as far as I can tell - I can only assume they run all the way through because that is what their diagram requires?
 
Paul

[CLPGMS]

The practice of allowing a second train into an already occupied platform was fairly common at Oxford, until, some years ago, when a Thames Trains' Turbo coming from the sidings, ran into the rear of a FGW^▸ (First Great Western) HST^▸ (High Speed Train).  Then the practice appeared to cease, except for Turbo coupling movements.  However, on occasions, it is still used, as it was on Friday 28th December, when the 1331 Turbo to Paddington was delayed in the platform while flooding ahead was being investigated.  The following CrossCountry Voyager was allowed to enter the platform behind the Turbo, so that its passengers could alight/board, rather than keeping it at the signal outside the station.  I think that a lot may depend on the combined length of the two trains compared with that of the platform.

[eightf48544]

'closing up' signals this i believe was a term in use on LT particularly on the Inner Rail at Victoria Circle Line. Whereby there were a series of signals close together on the approach to the station.

If there was train already in the station then the following train would be slowed at each signal which would clear just in front of it. Thus in theory the following train kept rolling whilst the previous train departed and the platform was clear. If the platform wasn't clear the next train would stop just in the tunnel a few yards from the platform.

i believe the system was removed some time ago.

[Oxman]

Calling on at Oxford was reinstated for passenger movements about three years ago following a new risk assessment (the rules had changed since the accident - the starter signal now has to be at danger for call on to be allowed). It is used mostly during times of perturbation, as described by CLPGMS.

The X signs at Bristol (known as St Andrew's Cross) are signals, not signs! When not illuminated, they are a stop signal, just like a red light, and passing them at danger counts as a Spad. The platform indicators on the approach signals are just that - indicators. They do not give authority to proceed past the St Andrew's Cross.

[SandTEngineer]

Calling on at Oxford was reinstated for passenger movements about three years ago following a new risk assessment (the rules had changed since the accident - the starter signal now has to be at danger for call on to be allowed). It is used mostly during times of perturbation, as described by CLPGMS.

The X signs at Bristol (known as St Andrew's Cross) are signals, not signs! When not illuminated, they are a stop signal, just like a red light, and passing them at danger counts as a Spad. The platform indicators on the approach signals are just that - indicators. They do not give authority to proceed past the St Andrew's Cross.

I think you may have misunderstood my wording (which I tried to keep simple for non-signalling posters on here).  The route indicator on the entry signal will either display the platform number on approach to the X sign (they are not signals and they are not lamp proved and therefore not proved alight in the entry signal controls) or that beyond it.  If the route indicator displays the latter then it is giving authority to pass the X Sign and I have travelled on many trains that do just that.  The Calling On aspect on the entry signal works exactly the same but tells the driver there is an obstruction in the relevant platform.

[SandTEngineer]

That letter about the Network Change for the new platforms coming into use (that I've linked to a couple of times now, eg post #887) mentions that the 12-15 roads will have 'closing up' signals.  Not a term in regular use as I recall, so are these different to what are normally described as calling on signals - or is it just a local term for the same, or indeed are these what SandTEngineer referred to as 'entry signals'?

You are correct.  As I said before the controls are quite complex.  When the platform is obstructed then the signalling controls will hold the entry signal (the Inner Signal) at danger.  Because the obstruction is also occupying the overlap of the entry signal the next signal back on approach (the outer signal) will also be held at danger.  As the approaching trains reaches the outer signal it will clear to a single yellow.  This is known as the 'Warning Arrangement'.  When the approaching train reaches the entry signal and is proved to be under control the entry signal will clear with the Calling On (two white lights at 45 degrees) aspect giving authority for the train to proceed to the point of obstruction.  The entry signal once used to be described as the 'Closing Up Signal' as that is exactly what it allows.  I used the term 'Entry Signal' in an attempt to KISS^▸ (keep it simple, stupid!) for non-signalling forum members on here .

Modern Calling On controls do not allow the exit signal to be cleared at the same time as the entry Calling On signal.  This is because when the train is moving up to the obstruction there have been instances in the past where the exiting train suddenly came to a halt and the following train thought it could carry on moving and then misjuged its braking and ran into the rear of it.

[IndustryInsider]

I think you may have misunderstood my wording (which I tried to keep simple for non-signalling posters on here).  The route indicator on the entry signal will either dispay the platform number on approach to the X sign (they are not signals and they are not lamp proved and therefore not proved alight in the entry signal controls) or that beyond it.  If the route indicator displays the latter then it is giving authority to pass the X Sign and I have travelled on many trains that do just that.  The Calling On aspect on the entry signal works exactly the same but tells the driver there is an obstruction in the relevant platform.

That's right, number wise at the entry signal we were always told back in the old days that it was 'odd for the Oxford end' of the platform and 'even for the Exeter end' of the platform if arriving from the eastern direction.  The St. Andrews cross only acts as a sign to indicate where the two separate platforms are located.

[Gordon the Blue Engine]

So, at Reading, are there Platform Indicators on the entry signals to P12-P15 to tell the Driver where to stop if the platform is clear and he/she gets a green or yellow? If there are, do they say just A or B, or is there an option for "middle" ?

[Oxman]

Its a few years now since I did my dispatch and guards training, but I clearly recall that the St Andrews Cross at Bristol was a signal, and not just a marker to split the platforms.

[SandTEngineer]

So, at Reading, are there Platform Indicators on the entry signals to P12-P15 to tell the Driver where to stop if the platform is clear and he/she gets a green or yellow? If there are, do they say just A or B, or is there an option for "middle" ?

No route indicators so drivers have to use their judgment and crawl in very slowly

[IndustryInsider]

Its a few years now since I did my dispatch and guards training, but I clearly recall that the St Andrews Cross at Bristol was a signal, and not just a marker to split the platforms.

Although it is a signal, in the same way a painted red stop board in a depot is a signal, it is effectively just a marker point because the authority to pass it is given by the route indication at the entry signal as described in the posts above.  It is a very unusual method of working, unique perhaps?

[lbraine]

Interesting to see Reading station develop. Pre Christmas I would have thought things were looking good for Easter - but I am less sure now.

Concrete forms for step/escalator access to western side of 14/15 are not complete.
Metal structure for canapies missing on all new platform (some struts have gone in this week)
At least 16 escalators need to be installed
Finishing of platform buildings and canopy

To me, that's ALOT of work.

Also, has anyone else noted the additional line laid between the up and down reliefs? It starts by the cow lane bridge, off the Up RL, running half the length of the maintainence shed being built. I thought it was a turnback for terminating trains but the three lines are too close together for a walkway to be built for allowing a driver to change cabs.

It is hinted at on the first diagram on post 55 - you can see the RLs are apart but the middle line is not showing.

What is this line for (no connection at western end BTW^▸ (by the way)) ?

[paul7575]

Also, has anyone else noted the additional line laid between the up and down reliefs? It starts by the cow lane bridge, off the Up RL, running half the length of the maintainence shed being built. I thought it was a turnback for terminating trains but the three lines are too close together for a walkway to be built for allowing a driver to change cabs.

It is hinted at on the first diagram on post 55 - you can see the RLs are apart but the middle line is not showing.

I don't think anyone has welcomed lbraine to the forum yet, so I will.

I'm sure the station work is still on schedule.  There's no way they would have had a ten day shutdown over the Christmas and New Year period otherwise.  The optimists amongst us have discussed stuff like the escalators only a few pages ago...

Edited to add:  Webcam 1 view 3 shows the concrete panels for the 14/15 escalators growing by the day, and what looks like the final prefabricated sections have been delivered to site.  That'll take a few days to fit together.

The west end track layout is very much in transition, because in the interim they have to leave space for four tracks (two mains and two reliefs) in the space between the flyover worksite and the depot.  So effectively the reliefs are roughly about two tracks north of their final location all the way along past the sidings until the four tracks slew back across onto the normal layout (as suggested by the first track drawing you refer to.  Once the flyover is built the mains will move southwards onto the flyover, and one of the temporary reliefs becomes an up direction good loop, and IIRC^▸ (if I recall/remember/read correctly) there is a parallel track that is primarily for depot and sidings access.

Paul

[BerkshireBugsy]

As a layman, but a frequent traveller through Reading, I am often suprised at how things look like they may be ready on time and then everything slots into place.

On a smaller scale, I seem to remember similar discussions about (the new) P4 and then P5 and P6 which from memory were completed and brought into service on time.