Liverpool to Manchester Airport service stopping short of the platform end at Oxford Road

[TheGarner]

Sorry if this is the wrong area but a bit of an observation this week. Every day this week so far the train which is normally two units coupled together (Liverpool to Manchester Airport via Warrington Central) in the mornings always seems to stop short when it reaches Manchester Oxford Road. The guard then has to communicate with the driver normally via the buzzer system and then the train moves up a bit more and stops. Then the door opens.

Has something changed at Oxford Road that I can't see from the inside of the train? I just find it a bit odd that it has happened every day so far. Either I'm getting the same driver or something else is happening. It also happened at Irlam today but normally just Oxford Road.

I guess it's quite an easy thing to do but I thought the stop markers at the station would help the driver.

 

[Ianno87]

There are two signals in the Up direction on 3&4 at Oxford Road; I would presume the train is stopping short at the first signal? This is because a train can only be routed up to the second signal (I believe) if the route is cleared right through beyond this to the next signal on approach to Piccadilly itself.

 

[Moonshot]

There are two signals in the Up direction on 3&4 at Oxford Road; I would presume the train is stopping short at the first signal? This is because a train can only be routed up to the second signal (I believe) if the route is cleared right through beyond this to the next signal on approach to Piccadilly itself.

That is correct. Its an unusual set up but we have to live with it.

 

[Crossover]

I'm intrigued by this - is anyone able to explain it in a bit more detail please, as I don't entirely understand from what has been mentioned?

 

[Greybeard33]

I'm intrigued by this - is anyone able to explain it in a bit more detail please, as I don't entirely understand from what has been mentioned?

The points where the tracks merge are very close to the eastern ends of the platforms, constrained by the width of the viaduct. So the points are within the overlap distance of the starter signals at the ends of the platforms. This means that a train cannot be cleared up to the signal until the route has been set through the points towards Piccadilly.

The first signal on each platform is set far enough back that the points are outwith its overlap. This enables a train to be cleared into P3, up to the first signal, before the preceding train has departed from P4 (or vice versa). Then, when the first train has vacated the section, the following train is cleared to move up to the starter signal, to ensure that all the carriages are in the platform.

This arrangement enables the two platforms to be used alternately to minimise headways, rather than trains just following each other through P4.

If the Oxford Road remodelling scheme ever goes ahead, the platforms will be extended westwards, so that 8 car trains can be accommodated without this unusual signalling arrangement.

 

[gimmea50anyday]

was supposed to be done along with four tracking to Piccadilly as part of the Ordsall chord work, but Grayling put a "pause"on that....

 

[MichaelAMW]

The points where the tracks merge are very close to the eastern ends of the platforms, constrained by the width of the viaduct. So the points are within the overlap distance of the starter signals at the ends of the platforms. This means that a train cannot be cleared up to the signal until the route has been set through the points towards Piccadilly.

The first signal on each platform is set far enough back that the points are outwith its overlap. This enables a train to be cleared into P3, up to the first signal, before the preceding train has departed from P4 (or vice versa). Then, when the first train has vacated the section, the following train is cleared to move up to the starter signal, to ensure that all the carriages are in the platform.

This arrangement enables the two platforms to be used alternately to minimise headways, rather than trains just following each other through P4.

If the Oxford Road remodelling scheme ever goes ahead, the platforms will be extended westwards, so that 8 car trains can be accommodated without this unusual signalling arrangement.

Based on my casual observations there a few weeks a go, when waiting for a friend whose shopping trip had become extended, you can fit 4 cars in p3 before the first signal but not in p4. For both platforms, if the second signal is at danger the first signal is approach controlled from red to single yellow. The second signal in p4 is actually next to the trailing point where p3 and p4 merge, so it's not only that the overlap is occupied but the signal is beyond the fouling point. (Not sure if the same is true for p3.) The arrangement for p1 and p2 also heading towards Piccadilly is similar except that the second signal is just beyond the point and shared by trains leaving either platform.

 

[Tomnick]

Presumably the buzzer communication was 2-2 from the driver to the guard, advising the latter not to release the doors.

As others have said, each mid-platform signal is approach released if the signal at the end of the platform is at danger, but it can’t clear if there’s a route set out of the adjacent platform. They’re pretty useful though, at least allowing a second train to start moving towards the platform whilst the first (in the other platform) does it stuff and departs. It’s just not ideal when that first train takes longer than normal so the second one is at a stand halfway up the platform before the mid-platform signal can clear.