DOO to Marlow

Discussion in 'Infrastructure & Stations' started by MarlowDonkey, 13 Aug 2015.

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  1. MarlowDonkey

    MarlowDonkey Member

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    The DOO on the Branch from Maidenhead to Marlow only extends to Bourne End. Thus during the current dispute, it's only the Bourne End to Marlow section that gets closed.

    Is it known why more than twenty years ago with the introduction of the Turbos, that they didn't extend DOO to Marlow? There's a set of points at Bourne End, a number of access level crossings and no ticket facilities at Marlow.

    (edit) Marlow is unmanned as well. (/edit)
     
    Last edited: 13 Aug 2015
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  3. MarkyT

    MarkyT Established Member

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    The guard is required to operate the ground frame at Bourne End.

    See the Western Sectional Appendix:

    http://www.networkrail.co.uk/browse documents/sectional appendix/western sectional appendix.pdf

    LOCAL INSTRUCTIONS, GW185 - MAIDENHEAD TO MARLOW

    BOURNE END

    p.576

    When any work goes on to enable two train operation on the branch, it's likely the GF will be abolished with points and signals coming under direct control of TVSC, perhaps allowing DOO to be extended all the way to Marlow.
     
  4. louis97

    louis97 Established Member

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    Two train working is already possible, it happens in peak hours Monday to Friday (With one train shuttling between Marlow and Bourne End. I think you are thinking about work to allow trains to pass en route at Bourne End, this currently isn't possible as only one platform has access to Marlow.
     
    Last edited: 15 Aug 2015
  5. Class 170101

    Class 170101 Established Member

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    Presumably a guard has to shuttle up and down between Marlow and Bourne End too.

    Don't be surprised if the guards still wish to do this even if the ground frame is abolished and signalling moved to the TVSC.
     
  6. MarkyT

    MarkyT Established Member

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    Correct. Hence allowing two-train working all day with all trains running through between Marlow and Maidenhead (except for the peak through London trains retained morning and evening that turn back at Bourne End).

    Marlow people greatly appreciate the 1TPH through service to Maidenhead, the norm for most of the day now and, with facilities for trains to pass at Bourne End, regular service frequency could be improved to 2TPH.

    See my sketch for a possible layout to allow this at Bourne End:
    http://www.townend.me/files/bourne-end2.pdf

    No doubt there will be a dispute over DOO on this section if proposed.
     
  7. pro4600

    pro4600 Member

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    A conversion of this line to tram-train operations will open up possibilities for reinstatement of the extension to high Wycombe.
     
  8. MarkyT

    MarkyT Established Member

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    Agree with that. Using tram-train vehicles with high platforms would allow occasional heavy rail emus to continue to run the limited peak London service from Bourne End, and a new lightly built alignment from Wooburn could be built through open countryside, bypassing the built over sections of the old branch and joining the Chiltern main line between Beaconsfield and Loudwater for a shared run into High Wycombe. Classifying this section as light rail would not only save construction costs, but also be the only realistic way of getting through Bourne End itself with a couple of road crossings on the level instead of large obtrusive structures for heavy rail grade separation which would be inappropriate for such a small settlement and no doubt vociferously opposed by well-heeled and influential locals.
     
  9. SpacePhoenix

    SpacePhoenix Established Member

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    Trams that can be used with both high platforms and on street sections are perfactly doable, the trams in San Francisco have got steps that for the high platform sections of the routes raise up to form a level platform level with the main floor of the tram
     
  10. CyrusWuff

    CyrusWuff Established Member

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    Reopening to High Wycombe is dead in the water. For starters, immediately beyond the platforms at Bourne End you've got a new road (Boston Drive) and Business Park, a new housing estate at Wooburn Green, and further encroachment at Loudwater and near the junction at the High Wycombe end.
     
  11. Quakkerillo

    Quakkerillo Member

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    Tram-train doesn't prevent parts running as a tram on the road, just like you have with Croydon Tramlink.
    Tram on Boston Drive, train to Wooburn Green, tram from there.
    How it gets into High Wycombe itself, I don't know what would be best: as lightrail around, or as tram on the streets, but it's surely possible I think.
     
  12. Cherry_Picker

    Cherry_Picker Established Member

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    But prohibitively expensive, surely?
     
  13. Quakkerillo

    Quakkerillo Member

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    Most certainly. That's why I chose to say possible, not feasible.
     
  14. MarkyT

    MarkyT Established Member

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    Probably impossible today with DDA/RVAR requirements, and undesirable from a complexity and reliability perspective anyway.

    Manchester Metrolink started with a similar arrangement. Vehicles with high-floor passenger saloons stopped at new low platforms in city centre streets, accessed by folding vehicle steps. High platforms were retained on the former heavy rail lines to Altrincham and Bury to save significant work either raising the trackbeds through the old stations (often difficult due to overbridges nearby) or cutting down the platforms. To maintain disabled access through the centre, each low floor stop had a short high platform section sufficient to allow level access for one door with ramps or lifts and stairs providing the transition to pavement level. Later, Manchester rebuilt all the city centre stops with high platforms throughout, and that also became the standard for all subsequent extensions. The new fleet is thus not equipped to call at low platforms at all, saving the complexity of all those folding step mechanisms.

    Conceptually, tram-trains can be high or low floor. If low floor trams inter-run with high floor heavy rail vehicles, split level platforms can be employed at any common stations, as proposed for Sheffield's Rotherham extension, or if a new network is proposed with relatively few new light rail stops and perhaps very little traditional street running, then high floor vehicles and platforms could be used. High floor light rail systems like Manchester are quite common in Germany, although these are not (currently) the same systems employing tram-trains.
     
    Last edited: 16 Aug 2015
  15. SpacePhoenix

    SpacePhoenix Established Member

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  16. Quakkerillo

    Quakkerillo Member

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    With this, you'd still have issues for people getting on with reduced mobility / prams, which is something they try to avoid these days.
     
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