SpacePhoenix
Established Member
- Joined
- 18 Mar 2014
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According to OTT it's just platform 1 that's now shut. The cables that were damaged, would they have been replaced at all back during the blockade?
What exactly caused this? There is mention in an earlier post (and in the Standard) of a lineside fire, but no detail although it must have been serious.!
Thanks. I find how it works interesting. Some people are fascinated but trains and their numbers. I'm fascinated by where they go and during disruption there's a lot more interesting train movements and changes to the timetable.The info on the National Rail app/Live Departure Boards is fed from Darwin, which in turn can be fed from Tyrell or LICC Gui software.
So a train can be cancelled in Tyrell which will display on the CIS boards that it is cancelled, however you can then hide cancelled services so they don’t show at all on the screens and sometimes you can just hide infinitely delayed services which is what is likely to have happened to that 17:58.
With so many cancellations it’s possible some have been missed so will just show “Delayed”
Hope this helps, if I could post screen grabs on Tyrell/LICC it would perfectly illustrate what info is fed to feed CIS boards/NRE etc during disruption.
When I looked at my phone this morning at 6.30 National Rail Enquiries was reporting disruption until the end of service. The notice was from yesterday. There were always trains csncelled or delayed. Some with a reason above their online calling diagram, others without.Given all the displacements is it best to assume the worst for tomorrow morning's peak...?
I believe that was the first train along the Cobham line for two hours. Whether that had any bearing on the numbers on your train I don't know. I suspect the main issue was limited number or trains heading south stopping at Surbtion. At some peak hours it was as little 2-3 from London - assuming none ran that aren't showing on Real Time Trains.I didn't realize there was another dimension of crush-loading until I boarded a Waterloo - Guildford via Cobham service some time after 6.40pm. Pretty much had to assume the dimensions of flat-packed Ikea furniture before finally unfolding myself and breathing out at Surbs. Good luck to everyone else going home this evening, hopefully it's all calming down now.
I arrived at Waterloo around 1630 and it was heaving already. I couldn't get to the information desk to ask for assistance with a ramp to get on anything heading to Farnborough so went to Station Reception. Quite a few wheelchair users turned up there trying to get to a number of places. Initially we were told things were going to be sorted around 1800 which pretty quickly changed to "no-one knows how long this will last and when any trains will be running". I asked about ticket acceptance via Paddington, Reading and Basingstoke with a view to getting them to stick me in a cab from there. They decided to stick me in a cab from Waterloo to FNB around 1730 and I got to FNB about 1915ish.
This morning the 0716 was cancelled and the 0728 was 8 coaches instead of 12 so was too crowded to be able to get me and the wheelchair on. I finally got on the 0746, which was also 4 short. and that got into Waterloo 11 late. Fingers crossed everything is sorted out for this evening.
The real problem at Waterloo as a disabled passenger is the lack of a separate and identifiable assistance point. Euston has got a great facility. Where I was sat yesterday, I was starting to get really cold despite all my layers of clothes. Had I been there another 45-60 minutes I'm pretty sure I would have got hypothermic. It's a lot harder keeping warm when stuck in one place as a wheelchair user versus being stood up. Just getting to the information desk was effectively impossible and even when you do, most of it is too high to see over.
3 trains in front of 2G50, line a stern. 2J46 in the platform at Clapham atm showing on RTT as being 60L. Don't know if 2J46 is being terminated at Clapham
Thanks. I find how it works interesting. Some people are fascinated but trains and their numbers. I'm fascinated by where they go and during disruption there's a lot more interesting train movements and changes to the timetable.
What is an indefinitely delayed service. Is this one that is highly unlikely to run but hasn't formally been cancelled or the person inputting the info hasn't been notified that its been cancelled?
Can staff filter on cancellations and delays and could they just block hide all delayed services from over so many hours ago? If a delayed train was hidden and then it went into service, would the system then auto unhide it?
Some services were running over 1 hour 30 minutes late yesterday evening, the 17.32 Waterloo to Guildford to be exact, so I understand there is no fast rule as to what will run and how late it will run. It will be a judgment call at the time.
I wonder if a system of only showing trains known to be running would work online? It would however deny me the ability to see all the cancellations and delays on National Rail Enquiries App, which I enjoy going through. I even enjoy working out other journeys I might make from time to time and seeing how they would have faired during the disruption.
What caused the lineside fire? Is it genuinely 'one of those things' or is it something that can be blamed on NR like most of the recent troubles on the SWML?
I'd have liked to hear a human voice every five minutes or so, summarising the situation, and giving some useful advice (eg 'if you're heading to London, hop on the Cross Country and change at Southampton Airport' or whatever).
Just out of interest, does anyone know what it would take to divert the entire West of England service to Paddington, or at least Reading, on days like this?
I imaging neither station is exactly overflowing with spare capacity in the evening peak, but two DMUs per hour shouldn't be that hard to accommodate?
I'm sure, for example, route familiarity amongst crews might be an issue, but not insurmountable?
From what I saw on a video it appeared a points motor caught slight and took a 650V bus up with it which took out track circuits etc.
Info I have says insufficient clearance between point machine moving parts and a traction feeder cable. Eventually the moving parts cut through the insulation - snap, crackle and pop.
It's probably found its way through various interconnected signalling cables hence the need to check and possibly replace surrounding kit.
If you short out a 650 (signalling, AC) supply, it usually just blows a fuse, the normal loading isn't that great so the fuse rating is such that a short will take it out.
3rd rail supply needs a *bit* more oomph behind it, you need a very good short to open the breaker. Rubbing contact onto a point machine part that isn't deliberately earthed to the traction return rail is unlikely to draw enough.