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| Western Region panel design 09/07/2017 at 17:50 #96251 | |
Steamer
3984 posts |
The release of Oxford got me thinking about this. Oxford and Cardiff Central have very unfriendly layouts, with very limited opportunity to reverse trains in the station, leading to the shunts at the north and west end respectively. However, other Western Region panels (Bristol, Plymouth and Newport*) have the normal amount of bi-directional capabilities that you'd expect of a large station. Was it a case of the money running out when Cardiff and Oxford were being designed, or a deliberate choice? What's particularly strange is that in most cases the track layout would allow more flexibility and shunt routes are provided- it's only the lack of main aspects that makes the layout restrictive. *Judging by this preview picture from the March meet- I wasn't there so didn't get the chance to sample it. "Don't stress/ relax/ let life roll off your backs./ Except for death and paying taxes/ everything in life.../ is only for now." (Avenue Q) Log in to reply |
| Western Region panel design 09/07/2017 at 18:07 #96252 | |
headshot119
4869 posts |
I can't answer why Cardiff was built like it was, but it has some more oddities than you find at a first glance. 155 (P3 Up end) and 455 (P7 Up end) seem to be an after thought, hence the different numbering sequence, and lack of main aspect routes up to them. Newport in the simulation preview wasn't the original station layout either, though I don't know from memory if it was a flexible layout to start with or not. "Passengers for New Lane, should be seated in the rear coach of the train " - Opinions are my own and not those of my employer Log in to reply The following user said thank you: Steamer |
| Western Region panel design 09/07/2017 at 19:09 #96254 | |
JamesN
1607 posts 
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headshot119 in post 96252 said:I can't answer why Cardiff was built like it was, but it has some more oddities than you find at a first glance. 155 (P3 Up end) and 455 (P7 Up end) seem to be an after thought, hence the different numbering sequence, and lack of main aspect routes up to them.That's because C155 and C455 weren't there from Day 1:- http://www.signallingnotices.org.uk/notices_detail.php?n_id=631&swaps=&coll= The Western MAS scheme of the 1960s was a multi-million (in 1960s) modernisation of signalling across the entirety of Western Route. The scheme was very ambitious, but the savings to be had in staffing costs were substantial. Unfortunately it suffered from poor design and poor management. Most of the initial design work was undertaken pre-beeching and the BR board's clampdown in spiralling modernisation and maintenance costs. As such the Early schemes - Plymouth, Snow Hill were lavishly provided for. The inevitable cost overruns and BR cutbacks through the 60s meant that schemes were simplified; huge swathes of railway were rationalised to save costs; whole areas were deferred and remained mechanically signalled - some still to this day. Oxford was one of the major sufferers of cost savings. Initially slated to gain MAS Signalling in the late 60s, the mechanical signalling had to soldier on another 5 years or so while BR scraped together enough money to pay for it. Costs were saved by moving Twyford and Henley onto Reading Panel and using the shell of the former Twyford Panel for Oxford. The necessity to fit Oxford's layout onto the relatively small former Twyford resulted in the unique HW/BR(W) push-push installation - all other HW/BR(W) Panels are turn-push. Push-push saved one tiles' width per signal across the panel. Log in to reply The following user said thank you: Steamer |
| Western Region panel design 09/07/2017 at 19:23 #96255 | |
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headshot119
4869 posts |
I was kind of hinting they where a later installation. Same with the automatics in the 4XX range instead of the UMXXX range. "Passengers for New Lane, should be seated in the rear coach of the train " - Opinions are my own and not those of my employer Log in to reply The following user said thank you: Steamer |