Filton Bank 4-tracking visualisation

This morning I heard a member of staff explaining that the train wasn’t late because the cross country service can now use the new line.

Mag_seven said:

I know what they mean but not everybody does.

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Posting from a mobile while timing trains. Gotta keep it short and to the point.

Sean Emmett said:

Posting from a mobile while timing trains. Gotta keep it short and to the point.

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No point posting if no one understands what you mean.

Ploughman said:

No point posting if no one understands what you mean.

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Is it really too difficult to look up the 3 letter station codes?!
When I finally get behind a computer will repost with a full explanation.
Glad some folk appreciated the updates as they happened.

So no pyrotechnics or lazer light shows (or ministerial visits!) as there were for the IET (InterCity Express Train) introduction just over a year ago, but we now have our four tracks back up Filton Bank which are absolutely crucial to relieve existing congestion and for the plans to develop local rail services in the Bristol region under the 'Metro West' banner.

I was eagerly checking this forum and others for information as to how the testing was going, and whether the line would re-open on time after the 3 week blockade. On this occasion no news was good news and the 05.20 Bristol Temple Meads (BRI) - Cardiff (CDF) Cross Country Voyager duly made its way up the bank, following the first train to Severn Beach.

I did consider getting down to BRI for the first train, but feared the same confusion and chaos that beset the IET introduction and wanted proof things were actually happening before I ventured out on a chilly morning. So I waited for the Severn Beach Turbo to come back and caught it as the 06.30 from Montpelier and bought a £5 return to Bristol Parkway as my rover wouldn't be valid until 09.00.

First thing I noticed is that the final signal on the branch protecting the main line is now two-aspect, which should save on some unnecessarily cautious running down to Stapleton Road over the coming years.

Then between the Stapleton Road (SRD) and Lawrence Hill (LWH) we were overtaken by a 150 forming the 06.24 Bristol Parkway (BPW) to Penzance. The four-track railway already showing its worth.

GWR journey check reported the 06.00 BRI BPW would not call at LWH or SRD due to a points problem, which I assumed related to the Horfield crossover.

My connection was the Voyager forming the 07.00 BRI to Manchester Piccadilly (MAN), which took the main line at Dr Day's Jn and of course ran over the new viaduct at Stapleton Road. I just about remember going over the old one with its 20 mph speed limit before the line was de-quadrified in 1984. Back down with a Turbo, which crossed to the relief lines after Filton Abbey Wood (FIT) to enable it to call at SRD and LWH, before weaving across to the main again at Dr Day's Jn.

Another return journey BRI BPW with voyagers both ways, the 08.30 ex BRI (06.25 Plymouth - Glasgow Central) ran main line and overtook a late-running Weymouth - BPW Turbo around Constable Road, so the earlier problems were seemingly sorted.

After breakfast I did a couple of trips to South Wales on my rover to fill in the 'missing' sections of the new reliefs from Horfield through FIT to the former Filton Jn. First trip was with the 09.21 BRI CDF (which was booked to start from Weston super Mare) and ran relief line to make my first call at the new platform 4 (P4) at FIT. The return 158 ran relief, and was my first call at FIT P3 in the down direction. During the stop there were clearly some unhappy passengers on the island platform, presumably confused as to which platform they should be using.

A second return trip through the hole (aka Severn Tunnel) with the 09.23 Portsmouth Harbour (PMH) to CDF proved the most interesting. We took the relief and at LWH passed a pair of 47 or 57 locos with empty stock apparently heading from Crewe to Eastleigh. Then inexplicably we were switched to the main at Horfield to call at P2 at FIT! There were certainly people milling around on P4 but, contrary to my earlier post, reported elsewhere that the actual intending passengers (pax!) were ushered across to P2. This meant using the single lead connection back onto the relief. This caused delay to the following up voyager and a down CDF PMH 158.

Return from South Wales with a sickly 158 961 (only 55-57 mph on the climb past Pilning, assume one engine out). This used the single lead at Filton Jn to access P1 at FIT and stayed on the main down the bank.

Another closure next weekend and hopefully the 50 mph temporary speed restrictions (TSRs) on all the new track will be raised to the full 70/75 - can anyone confirm?

Great pity this good news story didn't get a look in on the national news, which dwelled on the problems at Surbiton.

Sean

Sean Emmett said:

Is it really too difficult to look up the 3 letter station codes?!
When I finally get behind a computer will repost with a full explanation.
Glad some folk appreciated the updates as they happened.

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It is forum etiquette/policy that acronyms and codes (including 3 character ones) are defined, at least the first time they are used in a post.

HowardGWR said:

Is the station not staffed?

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swt_passenger said:

I can’t say. I remember someone once mentioning that a ticket sales chap appeared in the morning peak, but no idea if that’s up to date.

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ATW158Xpress said:

I’m sure it’s also staffed in the afternoon peak aswell.

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There are revenue staff who undertake a ticket inspection (and sell tickets) during the morning and evening peaks Monday - Friday, but the station is not “staffed” in the conventional sense as the staff are not permanently at the station and would not get involved with things like telephone calls from control, requests to deploy wheelchair ramps etc.

So why is the National Rail website only showing 3 lines at Filton Abbey Wood? (GWR don’t have a plan on their website).
http://www.nationalrail.co.uk/stati...ions-made-easy/filton-abbey-wood-station-plan

Envoy said:

So why is the National Rail website only showing 3 lines at Filton Abbey Wood? (GWR don’t have a plan on their website).
http://www.nationalrail.co.uk/stati...ions-made-easy/filton-abbey-wood-station-plan

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It takes time to update said diagrams.

FelixtheCat said:

It takes time to update said diagrams.

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But that time has been available for months. It just needed to be switched over on the day. From Sean Emmett's report, it seems it would have been sensible too, to have had a junior manager available at Filton at least for the first day. Still it's 'live' and we are all hugely grateful that it has finally happened.

HowardGWR said:

But that time has been available for months. It just needed to be switched over on the day. From Sean Emmett's report, it seems it would have been sensible too, to have had a junior manager available at Filton at least for the first day. Still it's 'live' and we are all hugely grateful that it has finally happened.

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You over-estimate National Rail Enquire's ability to think ahead!

(I agree with you entirely.)

HowardGWR said:

But that time has been available for months. It just needed to be switched over on the day...

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I rather doubt there is any system in place to deal with updates proactively. None of the major station upgrades over the last few years such as Reading or London Bridge were dealt with on time either. It’s as if “stations made easy” was a snapshot at the time it was first done, and no one considered the possibility of changes.

swt_passenger said:

I rather doubt there is any system in place to deal with updates proactively. None of the major station upgrades over the last few years such as Reading or London Bridge were dealt with on time either. It’s as if “stations made easy” was a snapshot at the time it was first done, and no one considered the possibility of changes.

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I agree. Many stations that I have looked up and then visited have been hopelessly OOD. I suppose the TOCs' Rail Development Group needed to take the initiative on that one. Needs a new thread, does that topic.

Sean Emmett said:

Is it really too difficult to look up the 3 letter station codes?!
When I finally get behind a computer will repost with a full explanation.
Glad some folk appreciated the updates as they happened.

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Thanks for the updates it is appreciated by many.
Even with the codes.

The train I was on this week used Platform 4 at Filton which was a new experience for me! The southbound services from Cardiff now use platform 3. It’s going to be interesting once the tracking is fully completed - Is it correct to expect the Cardiff - Bristol trains will use the ‘fast’ lines through Stapleton and Lawrence Hill? I’m not sure which platform southbound services from Gloucester currently use but as these call at Stapleton Rd and Lawrence Hill, there will be a lot of trains crossing over between lines south or north of Filton.

Parallel said:

The train I was on this The southbound services from Cardiff now use platform 3 - Is it correct to expect the Cardiff - Bristol trains will use the ‘fast’ lines through Stapleton and Lawrence Hill?

I’m not sure which platform southbound services from Gloucester currently use but as these call at Stapleton Rd and Lawrence Hill, there will be a lot of trains crossing over between lines south or north of Filton.

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Trains from Cardiff (CDF) can use platforms 1 or 3 at Filton Abbey Wood (FIT). From P1 trains can stay on the down main or cross to the down relief at Horfield, and must do so to call at Stapleton Road (SRD) and/or Lawrence Hill (LWH). Trains from CDF using P3 at FIT must use the down relief as there is no crossover to the mains until the ladder between LWH and Dr Days Jn.

Trains from Gloucester (GCR) must use P1 at FIT at present, but I gather the up main will become reversible from Bristol Parkway (BPW) to FIT P2 and on to Horfield Jn to allow a local to get out of the way of an express using the down main.

Whether trains from Cardiff will be able to use P2 at FIT I have no idea!

Just an aside, I realise that Flitwick (FLT) is unavailable, but FTA is apparently available and I am surprised that was not used, as it is far more memorable and decipherable.

Update: FAB is also available!

HowardGWR said:

Just an aside, I realise that Flitwick (FLT) is unavailable, but FTA is apparently available and I am surprised that was not used, as it is far more memorable and decipherable.

Update: FAB is also available!

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To sidestep the thread again - logically it should be FAW - this yields Fawkham Junction or Fawley Esso.

Sean Emmett said:

Trains from Cardiff (CDF) can use platforms 1 or 3 at Filton Abbey Wood (FIT). From P1 trains can stay on the down main or cross to the down relief at Horfield, and must do so to call at Stapleton Road (SRD) and/or Lawrence Hill (LWH). Trains from CDF using P3 at FIT must use the down relief as there is no crossover to the mains until the ladder between LWH and Dr Days Jn.

Trains from Gloucester (GCR) must use P1 at FIT at present, but I gather the up main will become reversible from Bristol Parkway (BPW) to FIT P2 and on to Horfield Jn to allow a local to get out of the way of an express using the down main.

Whether trains from Cardiff will be able to use P2 at FIT I have no idea!

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Trains from Cardiff will only use P2 in rare circumstances.

I see points at Horfield Junction failed again tonight.
http://m.nationalrail.co.uk/pj/disruption/details/07E2E889ED8341858952E1C7E7A1D759

Just to add I had my first journeys on the line this weekend.

Down from FAW to BTM on a Turbo - fast lines all the way, very smooth and taking advantage of the new speed limits. Hope to try a Voyager next time on the up to see what the difference is.
Came back up on a 150 sprinter. Not too bad on the slow lines, still quite quick and comfortable.

Overall a job well done. Hope it get's electrified in the future and will be interesting to see how the IET's cope on it.

S-Bahn said:

Just to add I had my first journeys on the line this weekend.

Down from FAW to BTM on a Turbo - fast lines all the way, very smooth and taking advantage of the new speed limits. Hope to try a Voyager next time on the up to see what the difference is.
Came back up on a 150 sprinter. Not too bad on the slow lines, still quite quick and comfortable.

Overall a job well done. Hope it get's electrified in the future and will be interesting to see how the IET's cope on it.

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I guess you mean FIT (Filton Abbey Wood) to BRI (Bristol Temple Meads)?

The moderators (of which I'm not one obviously) would (I believe) say if you use three letter station codes, use the correct ones and expand them on first use. (I'm not being picky, I've had this pointed out to me in the past, just passing it on).

duffield said:

I guess you mean FIT (Filton Abbey Wood) to BRI (Bristol Temple Meads)?

The moderators (of which I'm not one obviously) would (I believe) say if you use three letter station codes, use the correct ones and expand them on first use. (I'm not being picky, I've had this pointed out to me in the past, just passing it on).

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You may well be 'picky free', but I am fairly sure that everyone knew what S-Bahn meant - the CRS codes (three letter station codes) have featured on this and many other threads a number of times. I would suggest that most people on the forum who view assorted threads have a reasonable idea - even if non-railway. This is a distraction to the thread - even my reply is! I will have my first look at how the 4-tracking operates tomorrow - I have had reasonable reports, favourable, and views on OTT and RTT, but will see what happens on the day, which is all anyone can do.

Green is more restrictive that a double yellow?

Travelled on a number of local services from Bristol Parkway to Stapleton Road. They all use P1 at Filton Abbey Wood (FIT) and need to use the crossovers to the reliefs at Horfield Junction.

Trains departing from FIT seem to run very gingerly until the next signal, even if re-starting on a green, presumably driver making sure he/she has the feathers for the relief?

Would be better to have a flashing double yellow at FIT P1 so the driver can depart normally with the confidence that the correct route has been set?

Yes, there is no advance warning of which route is set when departing Filton Abbey Wood, and because the next signal is on a curve the driver has to depart reasonably slowly because if he or she builds up too much speed they could end up getting wrong routed and then it is the driver’s fault. A preliminary route indicator (PRI) visible from a stationary position at Filton Abbey Wood would be useful, but presumeably deemed unnecessary by Network Rail.

Sean Emmett said:

Green is more restrictive that a double yellow?

Travelled on a number of local services from Bristol Parkway to Stapleton Road. They all use P1 at Filton Abbey Wood (FIT) and need to use the crossovers to the reliefs at Horfield Junction.

Trains departing from FIT seem to run very gingerly until the next signal, even if re-starting on a green, presumably driver making sure he/she has the feathers for the relief?

Would be better to have a flashing double yellow at FIT P1 so the driver can depart normally with the confidence that the correct route has been set?

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The difference in line speed is too small for flashing aspects - otherwise you lead drivers into the trap of not having to react to a cautionary indication.

A PRI would be the more compliant approach, but these generally have to be proved and if they fail the signal reverts to approach from red. The time loss really isn’t all that great.

Thanks for the replies.

Probably needs its own trivia thread, but are there any stations where trains depart on a double flashing yellow?

Sean Emmett said:

Probably needs its own trivia thread, but are there any stations where trains depart on a double flashing yellow?

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One example immediately springs to mind near me, Swaythling in the up direction if routed to the up slow at Stoneham Junction, (between Southampton Airport and Eastleigh). I’d have expected there’d be many.

Sean Emmett said:

Thanks for the replies.

Probably needs its own trivia thread, but are there any stations where trains depart on a double flashing yellow?

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I've not been there for a while but I've seen flashing yellows at Didcot Parkway on the up.

D1009 said:

Not through the middle, the plan when I worked on the scheme 5 years ago was the existing platforms will remain, with the two main lines going to the east of them where they used to be, also the line speed on the mains is going up to 90 between Filton Abbey Wood and somewhere around Stapleton Road.

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I was at Stapleton Road on Friday, first time for some years. I wondered whether platforms 3 and 4 would be reinstated to serve trains to/from Gloucester. The wall supporting platform 3 appears to have been reconstructed during the track work so reinstating the platform should involve relatively little work.