The loop is about 8 miles from Caersws station and 13 miles from Mach station, off very approximate Google maps measures. (pin on Loop: https://maps.app.goo.gl/2QjxUzNhYFAaoVj18)
Why would you cut down trees, when there is already another solution available? Is it the most cost effective solution? Most railways cope with trees being around without major problems or have local mitigation strategies in place. Trees are an essential asset to cope with a warmer and wetter future.
I don't think the bar to reducing the vegetation issue is primarily the green lobby.
Believe it was stated earlier, but sectional appendix is available publicly here: https://www.networkrail.co.uk/indus...ators/national-electronic-sectional-appendix/
As was stated earlier, in theory the first train should always be put into the up loop but it certainly does happen where the first train gets put into the down loop and held there whilst the 2nd train is routed through the slower up loop. Usually when this happens the 2nd train is very close by so I guess it’s usually a misjudgment of timing.
In a few minutes I will hop on my train and drive up one side of the hill and then down the other side. 560 tons of train, pulled and mostly braked with 84 tons of locomotive. It is rather steep (2.6-2.8%) and mostly full of trees on both sides. Half of the leaves are still on the trees, the other halve is gone. Light rain. As usual, it will not be a problem. I can guarantee, there wouldn’t be a railway line without the trees. It would
I suspect so. It's only 2min extra, but the (planned) hourly service requires such tight timing that it would scupper any portion working from the coast.
I would think that the 197’s will change this though as their acceleration is much better than the 158’s and will reduce the running times, in particular Caersws - Carno would be a section that should benefit greatly as it’s a slog up the hill.
That's excellent, good for you. But here in the UK vegetation is a huge issue and one which needs addressing.
Like you, I'm finding it hard to recall some of this!
It is a timetable issue, the Cambrian has loops based upon the hourly timetable (and even then line speed increases had to be added to make it properly.work). Bow Street worked as its on the last section so could eat the turnaround at the emd.
With the 197’s bound to alter various timings, will it be a simple case of re-adjusting the timetable to make the hourly service (and current calling pattern) work properly? Will it then just be as simple as having more turn around time at Aberystwyth ?
A crossing was closed and a new bridge built instead just at the Machynlleth end.
Edited the earlier date to 2010 but 2 street views in Google Map. The 2010 shows the loop extending much further towards Caersws. It measures about 500m on map.
Getting somewhere before you die of old age?
Carno is barely even a village, it's a hamlet of about 300 people.
I dont expect TfW to alter a thing, it will be kept as performance buffer.
If (hypothetically) it was ever decided to reinstate one or more of the stations east of Mach, might it be possible to serve them with the alternate Aberystwyth-only trains? Since they don't need the splitting and joining time allowances for connections up the coast, there might be scope to allow additional stops without cutting into turn-around times.
Unlike the metropolises of Cynghordy and Dolau, never mind Llanbister Road and Sugar Loaf, from where there's barely a house within sight?
That's the difference – the cost of serving a station is low (although too many halts on a route will start to impact on journey time and reduce the attractiveness for long-distance passengers), and in many cases probably lower than the cost of closing the station, but the cost of building a station is high. There are hundreds of stations on the network that it is worthwhile continuing to operate, but which would never justify being built now if they weren't already there. And, in cases such as Pilning and Polesworth, in the event of any kind of capital expenditure needed to keep them operating they are likely to be wound down to a token call to avoid the closure process but without providing any kind of viable service to passengers.Unlike the metropolises of Cynghordy and Dolau, never mind Llanbister Road and Sugar Loaf, from where there's barely a house within sight?
But I do accept that if any of those had closed, the likelihood of their reopening would have been very low indeed, and that the case for rebuilding any of the stations between Mach and Caersws is little better.
...which you would then logically have to apply at numerous junctions.
And if the train doesn't stop, then what?
You have a few hundred metres extra before a potential second SPAD and crash, compared with entering the loop at 30mph.
If you effectively extend the overlap at every signal (or even just every signal that protects a conflicting move) by that much then the impact on journey times and capacity would be horrific.
I agree, sorry if it was unclear.
