Recent change to Bicester (London Road) level crossing?

[8128]

The problems start when a Marylebone-bound train arrives at Bicester early and the barriers are lowered on the crossing a few minutes prior to the train's departure time. When this happens, the barriers could easily be down to road traffic for 5 minutes or more. The barriers will certainly be down for much more than 15 minutes per hour when EWR begins operation.

Signalling has a strike in point for non-stopping trains though, which is further back at Bicester Depot West Jn, the stopping train strike in is at Bicester Depot East. There are stopping train controls for the level crossing.

The obvious question then is, can't that be changed?

Not without removing the strike in point and making the LC remotely monitored and controlled by Marylebone IECC, I expect. I'd suggest that's not likely to happen.

It seems like the above is no longer correct. Twice in the last week, I have seen Oxford to Marylebone trains waiting at Bicester Village, but the level crossing barriers have been up! (Once was Sat 19th, and one was today.)

Has something changed with how the level crossing is operated?

 

[Andyjs247]

Operation of the level crossing has not changed for down trains (towards Bletchley or Marylebone) since Bicester Village station was rebuilt in 2015. The down platform is set back from the level crossing which allows a train to approach and enter the platform on red, ie with the level crossing barriers still open. The crossing is CCTV controlled and usual practice is for the barriers to be closed and the route set whilst the train is stopped in the platform.

There was a signalling change about 3 years ago which did affect the operation of the crossing in the up direction towards Oxford. An extra signal section was put in so that the barrier down time could be reduced for trains from Marylebone. I would say it has reduced downtime by maybe 30 - 40s.

 

[rower40]

ARS has been reconfigured so that it doesn't request the route for Down-dir (stopping) trains until 90s before their departure time. Previously, it would set route as soon as the train passed the previous signal, irrespective of how long the station stop was. With no route set, the barriers aren't triggered.

 

[fishwomp]

I noticed today that coming at the crossing from Gavray Jct, the line is 75mph or 100mph HST.
Can someone explain what 100mph does for the barriers down time (or full sequence time) compared to 75mph, or even 60mph?

Considering all services are expected to stop at Bicester - except freight of course - it's unlikely anything will run at such high speeds, so I'm wondering if it's exacerbating the barriers issue.

 

[The Planner]

I noticed today that coming at the crossing from Gavray Jct, the line is 75mph or 100mph HST.
Can someone explain what 100mph does for the barriers down time (or full sequence time) compared to 75mph, or even 60mph?

Considering all services are expected to stop at Bicester - except freight of course - it's unlikely anything will run at such high speeds, so I'm wondering if it's exacerbating the barriers issue.

It makes no difference, as you cannot have different strike in points for different speeds AFAIK. Only if the train is stopping at the station or not. There are separate strike in points from Oxford for stopping and non stopping based on ARS, but from Bletchley, Princes Risborough there aren't as the platforms are on the other side of the crossing so the barriers can lower as soon as they hit the clearing point. The same controls apply in other locations where a station is by a level crossing.

 

[12LDA28C]

I noticed today that coming at the crossing from Gavray Jct, the line is 75mph or 100mph HST.
Can someone explain what 100mph does for the barriers down time (or full sequence time) compared to 75mph, or even 60mph?

Considering all services are expected to stop at Bicester - except freight of course - it's unlikely anything will run at such high speeds, so I'm wondering if it's exacerbating the barriers issue.

If all services stop at Bicester Village then it makes no difference what the traction is as the speed across Gavray (for Marylebone trains) is 40mph and no power would be applied between Gavray and Bicester Village as the train would be braking for the station.

However, plenty of trains currently traverse London Road LC at much higher speeds due to EWR route learning and/or testing trains operating on the route, indeed a Class 196 passed Bicester Village at 100mph yesterday on its way to Oxford, no doubt to the surprise of anyone on the platform or waiting at the level crossing.

 

[fishwomp]

It makes no difference, as you cannot have different strike in points for different speeds AFAIK. Only if the train is stopping at the station or not. There are separate strike in points from Oxford for stopping and non stopping based on ARS, but from Bletchley, Princes Risborough there aren't as the platforms are on the other side of the crossing so the barriers can lower as soon as they hit the clearing point. The same controls apply in other locations where a station is by a level crossing.

No, of course the strike points for each train is not different - what I meant was the line speed itself.

If I have a 100mph line - I expect the strike point to be further away from the crossing so that a 100mph train can give sufficient time to clear the road..

If I actually do 40mph because I'm stopping in Bicester, then that strike point (set for 100mph) is too far away for the most common use of the line, and the barriers will be down a long time.

The point is: had they limited the line to 70mph or lower at this point, instead of 100mph, would they have - for the typical passenger train for 364 days a year.. - a shorter barriers down time? It stands to reason that it would be shorter...

However, plenty of trains currently traverse London Road LC at much higher speeds due to EWR route learning and/or testing trains operating on the route, indeed a Class 196 passed Bicester Village at 100mph yesterday on its way to Oxford, no doubt to the surprise of anyone on the platform or waiting at the level crossing.

but they wouldn't traverse at that speed if the line speed were lower.. the 100mph is actually totally unnecessary! No train will use it, except for rare specials or ECS.

 

[12LDA28C]

but they wouldn't traverse at that speed if the line speed were lower.. the 100mph is actually totally unnecessary! No train will use it, except for rare specials or ECS.

So you believe line speed should be lower just to give some mythical benefit to road users at London Road crossing? Freight trains will use the route eventually as well as occasional charter trains and regular ECS movements. It's all moot anyway as the crossing is proposed to be closed.

Much more useful would be for the additional signal installed before the crossing to actually be used for the purpose it was designed for - to check trains down before the crossing until the barriers had been lowered, instead of trains still being routed all the way through to the station from Bicester South Junction as they were before the new signal was installed.

 

[fishwomp]

So you believe line speed should be lower just to give some mythical benefit to road users at London Road crossing? Freight trains will use the route eventually as well as occasional charter trains and regular ECS movements. It's all moot anyway as the crossing is proposed to be closed.

Right, and how many freight trains are passing at 100mph? My point is that nothing requires 100mph in current and foreseeable timetabling.

Much more useful would be for the additional signal installed before the crossing to actually be used for the purpose it was designed for - to check trains down before the crossing until the barriers had been lowered, instead of trains still being routed all the way through to the station from Bicester South Junction as they were before the new signal was installed.

.. I'm not sure I know quite understand - is this about eastbound movements?

 

[12LDA28C]

.. I'm not sure I know quite understand - is this about eastbound movements?

No, the signal controls movements in the westbound direction and protects the crossing, hence my reference to Bicester South Junction.

When the new signal was installed, drivers were briefed that they could now expect to be checked down to the new signal to allow the barriers to be held in the raised position for longer. It never happens.