Great Western Electrification Progress

[oglord]

A far as I could see at my last visit in November, all bridge rebuilding is complete between Severn Tunnel west portal and Bishton flyover. The last one completed and reopened in September/October 2017 was the minor road over the west end of Severn Tunnel Junction station.
There is no obvious reason on the ground for delay in piling. Could be still deciding on whether to wire the relief lines or not as we are talking Wales now on this side of the tunnel.

There are plenty of piles between STJ and Bishon, mostly the poured concrete type. Beyond there plenty of masts, cantilevers and goose necks already up on the relief lines (more so than on the main lines in fact!).

 

[3973EXL]

To get us back on topic, I saw a shot on Facebook at Shrivenham; the OLE there now looks pretty much complete.

When I went through last Friday, both ways, steelwork (including SPS) looks complete from Didcot to Swindon Transfer (HOPS depot).

Wire gaps on both lines at Steventon, Uffington and Bourton x 2.
Crossovers at Uffington & Bourton to wire as well.

Otherwise, wires are nearly to Stratton.

 

[snowball]

Press release

https://www.networkrail.co.uk/feeds...med-with-direct-services-to-london-from-2019/

Passenger journeys from Bristol will be transformed from next year with two direct services per hour to London, with reduced journey times by up to 17 minutes on newer better trains with 24% more capacity.

The transformation in rail travel will be possible thanks to Network Rail’s biggest ever signalling upgrade in Bristol this Easter, as well as the building of two new tracks along Filton bank.

The £130m signalling upgrade in Bristol, which forms part of Network Rail’s Railway Upgrade Plan, means there will be no trains from Bristol Temple Meads for five days from Good Friday (30 March) through to, and including, Tuesday 3 April and passengers are advised to plan ahead.

The signalling improvements together with the doubling of the tracks along the Filton bank, which will be complete later this year, means passenger will have more frequent, faster direct services on new trains in 2019.

As well as the railway upgrade, GWR are replacing 40 year-old High Speed Trains with new Intercity Express Trains, which have as many as 24% more seats per train.

Tony Lamb, senior sponsor for the project at Network Rail said:

“A huge effort has been made to now be in a position to deliver Network Rail’s biggest ever signalling upgrade this Easter as part of our Railway Upgrade Plan.

“Once complete, along with Filton Four Tracking at the end of this year, rail journeys in Bristol will be transformed with more seats, quicker journeys and more services.

“I would like to thank everyone who helped us get to this stage and also passengers who have remained patient with us throughout the upgrade.”

GWR operations director Rob Mullen said:

“This work is vital for GWR to be able to continue to deliver the full benefits our new Intercity Express Train fleet is bringing, including seven trains an hour between London and Bristol and quicker journey times – further supporting Bristol and its economy.”

The Bristol Area Signalling Renewal and Enhancement (BASRE) project is set to be delivered after signalling gantries and cables were successfully installed recently in preparation for the upgrade.

The re-signalling, alongside Filton Four Tracking which is doubling the lines between Bristol Temple Meads and Bristol Parkway and to be completed after BASRE – is crucial to support the introduction of a new timetable in January 2019, where GWR will be able to deliver its full complement of new trains and passenger benefits.

This signalling upgrade is only possible after a months’ worth of work was delivered over the Christmas period; including installation of 30km of cable; upgrades to signalling gantries; 124 tests of the signals, as well as axle counter upgrades.

Alstom, who specialise in modernising railways, delivered a significant part of the signalling upgrades alongside Network Rail throughout December.

Nick Crossfield, managing director, Alstom UK and Ireland, said:

“Alstom is proud to have been a part of Network Rail’s Team Orange in December, helping to deliver a better railway for everyone who uses the Western route.

“Key work included helping to get the railway ready for Crossrail, with one of the largest and most complex signalling upgrades ever. While around Bristol, we conducted full preparatory work for the upgrade we plan in April, giving us the confidence that we are ready to deliver that work smoothly.”

 

[Sean Emmett]

Bristol already enjoys two direct services per hour to London. I presume this meant to say two additional services?

Unless of course that has gone the way of the electrication, and Bristol gets shafted yet again.

 

[snowball]

Bristol already enjoys two direct services per hour to London. I presume this meant to say two additional services?

Unless of course that has gone the way of the electrication, and Bristol gets shafted yet again.

It's rare that I post anything about service patterns, being more interested in infrastructure, but I thought the plan was for four Paddington - Temple Meads services an hour, two via Bath and two via Parkway.

 

[I13]

Bristol already enjoys two direct services per hour to London. I presume this meant to say two additional services?

Unless of course that has gone the way of the electrication, and Bristol gets shafted yet again.

'Direct' is probably just a way of saying that these new services will be non-stop between Bristol Parkway and Paddington. The references later in the statement to "more services" and "seven trains an hour between London and Bristol" don't suggest a cutback in plans.

 

[jimm]

It's rare that I post anything about service patterns, being more interested in infrastructure, but I thought the plan was for four Paddington - Temple Meads services an hour, two via Bath and two via Parkway.

The plan is four per hour off-peak (the two limited-stop runs via Bristol Parkway are, I believe, to be worked by single five-car sets), with three long trains to/from Bristol per hour being run in the peaks, all routed via Bath - and one of the paths used off-peak by Bristol services between Parkway and Paddington will be taken in the peaks by an extra South Wales service (ie 3tph for South Wales).

 

[59CosG95]

The plan is four per hour off-peak (the two limited-stop runs via Bristol Parkway are, I believe, to be worked by single five-car sets), with three long trains to/from Bristol per hour being run in the peaks, all routed via Bath - and one of the paths used off-peak by Bristol services between Parkway and Paddington will be taken in the peaks by an extra South Wales service (ie 3tph for South Wales).

So, to summarise (correct me if I'm wrong):
Off Peak
2tph long (2x5-car or 1x9-car) PAD-BRI via BTH
2tph short (1x5-car) PAD-BRI limited stop via BPW
2tph long/short PAD-BPW (carrying on to South Wales)

Peak
3tph long PAD-BRI via BTH
1tph short Pad-BRI limited stop via BPW
3tph long/short PAD-BPW (carrying on to South Wales)

Does this fit the bill?

 

[jimm]

There will not be any limited-stop Temple Meads via Bristol Parkway services in the peaks but the other frequencies are right.

The peak services should all be nine-car or 2x5 to London in the mornings and out from London late afternoon/early evening. But I expect some five-cars will be running in the opposite directions at those times - much like the way that some early morning services from London to Oxford and the Cotswold Line were 180s for the past few years and are now a five-car 800, while trains going into London from Hereford and Worcester are HSTs and will be long IETs in future.

There is a diagram of most GWR long-distance service plans on slide 8 of this presentation given to TravelWatch Southwest in 2015. Services to the South West via the Berks & Hants line are shown on number 12, along with the enhanced regional service on the main line through Cornwall and Devon.

http://travelwatchsouthwest.org/wp-content/uploads/2013/02/Travelwatch-Presentation-October-2015.pdf

 

[swt_passenger]

There is a diagram of most GWR long-distance service plans on slide 8 of this presentation given to TravelWatch Southwest in 2015. Services to the South West via the Berks & Hants line are shown on number 12, along with the enhanced regional service on the main line through Cornwall and Devon.

http://travelwatchsouthwest.org/wp-content/uploads/2013/02/Travelwatch-Presentation-October-2015.pdf

That linked "slide 8" strongly suggests that the "seven trains an hour between London and Bristol' is a misinterpretation of the line drawing, because there are only six trains an hour through Swindon towards Bristol. I think they've forgotten that the peak and off-peak routeings are one or the other, not both.

 

[snowball]

There's now a reworded version of the press release in #6543 with the "two trains per hour" and "17 minutes" both replaced by vaguer wording.

 

[ANP1990]

That linked "slide 8" strongly suggests that the "seven trains an hour between London and Bristol' is a misinterpretation of the line drawing, because there are only six trains an hour through Swindon towards Bristol. I think they've forgotten that the peak and off-peak routeings are one or the other, not both.

One of the morning peak trains from Bristol goes via Newbury (so may not be incorrect).

 

[HowardGWR]

That linked "slide 8" strongly suggests that the "seven trains an hour between London and Bristol' is a misinterpretation of the line drawing, because there are only six trains an hour through Swindon towards Bristol. I think they've forgotten that the peak and off-peak routeings are one or the other, not both.

In fact one could read on that slide 8 that one of the peak hour trains from BRI to PAD (or back) doesn't stop anywhere! Long live The Bristolian. Also 'limited stop' from BPW to PAD means no stops, AIUI. I thought there were to be two of those per hour off peak, probably 5 car units. I did not think those non-stops would not run in the peak; on the contrary, they would be 9 or 10 car. Of course they all have to be bi-mode to begin with, which was not originally the intention, which will affect performance up Filton Bank, until it is electrified. Incidentally, if there is to be a peak hour non-stopper in both directions between BRI and PAD, it will be the first time that a non-stopper goes via Badminton in the down direction. In the days of steam, the down Bristolian went via Bath so that it had a downhill run from Swindon and the up train, whilst it had to climb up to Badminton, had a downhill run to Swindon after that. I suppose that, with electric, it's immaterial now.

 

[swt_passenger]

One of the morning peak trains from Bristol goes via Newbury (so may not be incorrect).

I was thinking there might still be the odd one of those, but that wouldn't normally be explained as "7 trains per hour" would it?

 

[3973EXL]

B&H station piles;

Thatcham last week & today.


Midgham today.


Possible positions at Aldermaston.


There are also locations marked at Newbury and Theale.

 

[Thatcham Xing]

Some chaps in orange were walking-on/eyeing-up that piece of cut-off siding (shown in last pic above) when I passed through Aldermaston this afternoon, perhaps it's going to be ripped-up?

I also noticed today that the down loop east of Aldermaston (Towney) now has some SPS (with some gaps) dangling above it - I've never seen this used by anything other than freights (which will presumably never be electric on the B&H?)

 

[reddragon]

NR did some piling around Padworth (Aldermaston - Theale)last night on the up cess, does anyone have pictures?

 

[LNW-GW Joint]

There's now a reworded version of the press release in #6543 with the "two trains per hour" and "17 minutes" both replaced by vaguer wording.

It's not Network Rail's job to announce anything about services, but just to talk about the capacity that will result from their upgrade projects.
We're still waiting for the extra trains they mentioned in every press release about the Norton Bridge upgrade.

 

[3973EXL]

B&H - some more pictures from yesterday.

Aldermaston to Ufton is a bit patchy in places. Where all the steelwork is up there are a lot of registration arms as well. Then there are just masts and gaps with no masts. The biggest gap is the west end of Ufton loop.

Station Rd Aldermaston. Views West & East.


Two views East from Basingstoke Rd Bridge.


Padworth Lane Bridge. Views West & East.


Towney LC. Two views East from either side and one West.


Ufton loop ends just before the LC. View from the Kennet showing the west end of the loop nearest. There are masts missing next to the loop and also a couple missing next to the up line.

 

[reddragon]

Thanks 3973EXL. Don't be surprised if some of these get removed again!

 

[3973EXL]

West from Aldermaston.

Although must steelwork is up, there is the odd mast, cantilever, SPS missing. Most bit are on the ground waiting to be fitted.

Frouds Lane views West & East.


Wickham Knights LC views East & West.


Midgham LC view East.


West of Midgham.


Compeday LC views East & West.


West of Compeday LC.

 

[3973EXL]

Final few pictures going towards Thatcham.

Waiting to be fitted x 2. Crannel's LC East & West. Midgham Bridge Brimpton road x 3. Colthrop.

 

[ArchieWoodbine]

Some chaps in orange were walking-on/eyeing-up that piece of cut-off siding (shown in last pic above) when I passed through Aldermaston this afternoon, perhaps it's going to be ripped-up?

I also noticed today that the down loop east of Aldermaston (Towney) now has some SPS (with some gaps) dangling above it - I've never seen this used by anything other than freights (which will presumably never be electric on the B&H?)

It's to do with operational flexibility. Whilst the vast majority of use will be freight, on occassion electric traction may have to be routed there due to operational incidents and/or the signaller making a mistake(no matter how rare). For the same reason the YAT lines by Westerleigh Juntion are having several hundred metres of wire run purely for over-run protection in the event of signaller error - electric traction won't ever be routed up there normally.

 

[GazK]

It's to do with operational flexibility. Whilst the vast majority of use will be freight, on occassion electric traction may have to be routed there due to operational incidents and/or the signaller making a mistake(no matter how rare). For the same reason the YAT lines by Westerleigh Juntion are having several hundred metres of wire run purely for over-run protection in the event of signaller error - electric traction won't ever be routed up there normally.

Diverging junctions on GW get a varying level of wiring depending on a) risk of overrun and b) potential need to extend wiring in future. Some get none at all, if the misrouting risk is judged to be low enough, and there is low chance of future wiring extension.

At Westerleigh, the maximum amount is being provided to allow for future wiring of Bristol - Birmingham without having to take an isolation of the SWB lines. So its more than just overrun. The same level of provision is being made at Swindon onto the Kemble lines.

 

[twpsaesneg]

Diverging junctions on GW get a varying level of wiring depending on a) risk of overrun and b) potential need to extend wiring in future. Some get none at all, if the misrouting risk is judged to be low enough, and there is low chance of future wiring extension.

At Westerleigh, the maximum amount is being provided to allow for future wiring of Bristol - Birmingham without having to take an isolation of the SWB lines. So its more than just overrun. The same level of provision is being made at Swindon onto the Kemble lines.

Active provision for future electrification???

Up here in the north west the bean counters look for any excuse to cut back the scope - how on earth did they swing that?

 

[SwindonBert]

Active provision for future electrification???

Up here in the north west the bean counters look for any excuse to cut back the scope - how on earth did they swing that?

Can the trains swap from electric to diesel whilst moving? If so, the electrification of some of the route towards Kemble is understandable as the new trains will be on that route.
I'll have a look tomorrow as to how far they've got as I am travelling to Gloucester tomorrow

 

[ArchieWoodbine]

Active provision for future electrification???

Up here in the north west the bean counters look for any excuse to cut back the scope - how on earth did they swing that?

Whilst that may have been a design decision at the time, it certainly isn't high on the priority now I'd imagine. Both Westerligh and the SWM junction at Swindon have class 1s routed either way, so I suppose the overrun risk due to signaller error would still necessitate OLE on the divergent lines, regardless of any future-proofing.

Can the trains swap from electric to diesel whilst moving? If so, the electrification of some of the route towards Kemble is understandable as the new trains will be on that route.

They can, but I'm not sure this was a factor in the design decision. Remember, most of this scope would have been confirmed prior to the decision to use bi-mode trains.

 

[Ploughman]

Active provision for future electrification???

Up here in the north west the bean counters look for any excuse to cut back the scope - how on earth did they swing that?

I think it is generally deemed as good practice to do so.
Especially following the incident at York on the ECML on the day the route was opened to electric traction.

 

[twpsaesneg]

I think it is generally deemed as good practice to do so.
Especially following the incident at York on the ECML on the day the route was opened to electric traction.

Normal overrun protection is, yes, but not active provision for future electrification.... they stamp on that hard normally despite our best efforts. I'm impressed that GWEP have got away with it, as its eminently sensible.

 

[snowball]

In a recent Network Rail press release, tweet, or other bit of publicity, the limited wiring from Lostock Junction towards Wigan was described as preparation for future electrification of the route. As far as I know it's not much more than a standard overrun, though it did involve rebuilding a bridge, where ironically the adjacent bridge on the Chorley line managed to survive without rebuilding.