West Somerset Railway General Discussion

I claim to have no knowledge and have not visited the WSR since "its rebirth" this year, but I have noticed the Blue Anchor situation and I must admit I put tit down to what from my limited viewing of the webcams seems to be extra H & S. I have seen people at BL shouted at with "get back" by the end of the platform guards when they dared to get up off a bench as a train was about to enter the station. I know the platform is not that wide, but the bench is against the fence (sometimes a webcam with sound reveals more).
There now seems to be a guard or steward call them what you will on the down side of BA a lot of the time when a train is due, which never happened before. Is this ORR requirements or WSR overreaction? Can you even still lean out of a droplight on the WSR these days or has it become like the mainline?

 

It has always been the case that stations will have staff on every platform to assist passengers joining and alighting, and in closing the doors and dispatch of the trains. Stations with barrow crossings and no barriers, like Blue Anchor, have to be especially vigilant to make sure no-one dashes across at the last minute.

 

Presumably, then, the clearance point for the up home is before the crossing so that a train can approach it from MD without the crossing having to be closed?

 

Just seen 7752 going through Taunton on the back of a lorry

 

I am not a WSR signalman, but in general historically, a level crossing within a clearing point did not usually count as an obstruction. I can think of at least one current Network Rail station with a level crossing immediately in advance of a platform-end signal, where trains are allowed to run up to the signal with the crossing still open to road traffic, and I am sure other people can think of many many examples.

No doubt there are good reasons why this is not allowed at Blue Anchor, but it would seem to be a location-specific restriction

 

The clearing point for the Up direction is the Up Starter # 13 (section signal).
The clearing point for the Down direction in the Down Inner Home # 3 (section signal).
There is no Starter signal in the down direction as # 3 in in the rear of the box.

Trains can approach the Up Home signal # 14 without the gate being closed to the road as there is sufficient overlap.
The gates have to be opened to allow entry into the down platform as there is insufficient overlap between the Inner Home #3 and the crossing gates, even if the Inner home #3 is in the on position.
This means that the gates are often closed to the road without a train actually going across the crossing, which is confusing to the motorists.

Simon
Blue Anchor Signalman

 

Good to read the input regarding the crossing at Blue Anchor which was welcome. All of which shows that a direct question can result with direct answers.

 

On WSR.org the top news item has this lifted from the minutes of the Steam Trust -
"The railway will be closed for possession purposes between Watchet and Minehead from October 2019 until March 2020 to undertake vital infrastructure improvement work. The exception to this would be during half term in February 2020 when the full line will be open to visitors. Scheduling of work in this way will enable the PLC to ensure that the line is fully operational for the 2020 season and particularly during the peak periods".
When in March, and will there be a Spring Steam Gala?

 

I'd be more worried the Santas and Dunster by Candlelights being cancelled.

 

Any indication as to what works are planned and where?

 

The Santas can still run between Bishops Lydeard and Williton as previous years. Post-Christmas trains could run BL - WT as earlier this year, but Dunster By Candlelight trains would appear to be non-runners.

 

I knew I had read somewhere that the WSR will be closed for a much longer period this winter than last winter. Colin's post refreshes my memory.

 

D by C could still run with a coach connection from WLTN or Watchet.

 

http://www.realtimetrains.co.uk/train/R02924/2019/06/19/advanced

73s for gala? 50 hauling them or do they come solo. Thxs

 

I have now put Robin White on "IGNORE" due to rude manners & comments, most of the posts are rubbish & non-topical.

DJB.

 

By that criteria many of the posts on here would be questionable. Robin's posts are factual but like many of us perhaps tires of some of the stuff posted here.

 

Assuming the question is not answered later.
It is about a protection issue.
It protects the crossing users from an over-run by a down train which would make a huge mess of a car. The signalman can't let the train in until the crossing gates are closed to road traffic. Once the train arrives then station duties can sometime consume a bit of time, in particular if there are wheelchairs to be off or on -loaded.
Clearly the situation can be made worse if trains have to cross and arrive at the same time.
Generally a down train will always see the gates closed longer than an up train.
I would also remind everybody that NR have similar problems and I've seen the local crossing near where I live close for up to 10 minutes at a time. Safety is paramount on NR in the same way it's paramount on the WSR.

 

Thank-you for your explanation, but why can't the gates be opened to let traffic through while the engines are stationary.

DJB.

 

Just be grateful that you don't have to wait for trains to pass as they do in Canada and the United States. Typically slow moving freight trains can be over two miles in length. <BJ>

''The longest and heaviest train in North America occurred on November 15, 1967. The Norfolk & Western Railroad ran a 500 car coal train plus caboose, weighing 48,170 tons and stretching 4.06 miles (6.53 km), a distance of 159 miles (256 km) from Iaeger, West Virginia to Portsmouth, Ohio''.

 

I think if we didn't wait for the trains to pass there would be a lot of collisions and, even worse, a lot of paperwork to do.