Great Western Electrification Progress

[Who Cares]

Apologies for bringing the thread back to the original GWR Electrification Project….

NR’s Environmental Impact Assessment published in October 2012 identified several important issues in Sections 8 and 9 concerning the environmental issues which would affect the Area of Outstanding Natural Beauty (AONB) in the Goring Gap, but despite NR’s stated intentions to mitigate the visual impact of the Project in this AONB, there were no direct consultations with affected Parish Councils, communities and people in this AONB before the engineering works started.

The result is that this particular AONB has now been virtually destroyed with the pylons visible from miles away from the tops of the Chilterns and Berkshire Downs overlooking the Thames between Pangbourne and Cholsey, whilst some communities alongside the tracks now have pylons towering up to 70 feet above their gardens.

Pressure from local MP’s and Parish Councils has finally succeeded in forcing NR to agree to informal, closed-to-the-public meetings to finally discuss what should have been discussed regarding mitigation before the Project started, but of course the damage has now been done and is irreversible.

One suggestion to NR, and so far ‘being noted’ by NR, whatever that means, is that the pylons between Pangbourne and Cholsey could be retrospectively painted / coloured dark brown or dark green to help minimise the visual impact of the ‘unfinished’ metallic grey which makes the pylons so visible in the AONB’s green farmland and alongside the Thames river banks.

So a couple of questions, please, to the Professionals and Enthusiasts here on this forum.

Does anyone know if and where NR have previously painted pylons to reduce their visual impact in environmentally sensitive locations ?

And given that the Project’s latest costs-to-completion estimates are now £1 billion more than originally stated and authorised, it is unlikely that NR are going to volunteer to cough up the additional costs of retrospectively painting the pylons, so do any Rail Professionals on here have a rough idea of the costs involved in retrospectively painting a pylon , as up to now NR are not prepared to provide this information.

Many Thanks in advance for your help….

 

[steverailer]

I just hope we learn the lessons of history. Those that do not learn the lessons of history are doomed to repeat them. We need a prolonged continuous rolling programme of electrification so that we slowly regain the skills and do not lose them.

This is exactly it, postponing some of the work is the best option. At present you have GWML, North west work, Cross rail, and Work between Glasgow and Edinburgh about to start, add in the little changes for junction changes ect, and maintainance and you've over exhausted what available staff are out there. Best to keep rolling the work out slowly, let the experienced lads and lasses train up new blood on the existing projects and keep the work slowly starting to keep the skill base. Sod spending on stuff like the HOPS train, go back to what works and has worked in the past. There still having to use conventional methods on GWML even after spending millions on HOPS, adding to the cost.

They wont learn try getting any form of training if youre over 40 let alone 50 all thats on offer is Englisg, Maths, IT to level 2 ie CSE level. You want anything else better have deep pockets to pay for it youre self. Many HGV 1 drivers are packing it in rather than do a week long course costing £600 + to prove they can do what they have done all there life. most are in their 60`s. As im single and unemployed with many skills but no bits of paper, to old to have them no one is intrested. I dont know where all this training money the goverment claims to be spending but theres no sign of it at the sharp end.

There are jobs out there, you just have to persevere, I'm mid 40's and my mate mid early 50's, we got took on and trained to OLEC 3, our firm have just taken on 2 more early 50's as trainee linesmen. Also know of other firms doing this, but they are looking for the right type of person. I can't explain what that is but the railway has been flooded with people of the dole or out of prison who have gone into it for the wrong reasons. There are some who are OLEC 2 who can't tell you half of the basic stuff they should know, they've just been pumped in on schemes to get them off the streets, and the problem is they don't want to learn, they think they know it all. And thats a fast way to upset a senior linesman.

 

[CdBrux]

NR’s Environmental Impact Assessment published in October 2012 identified several important issues in Sections 8 and 9 concerning the environmental issues which would affect the Area of Outstanding Natural Beauty (AONB) in the Goring Gap, but despite NR’s stated intentions to mitigate the visual impact of the Project in this AONB, there were no direct consultations with affected Parish Councils, communities and people in this AONB before the engineering works started.

.....

Pressure from local MP’s and Parish Councils has finally succeeded in forcing NR to agree to informal, closed-to-the-public meetings to finally discuss what should have been discussed regarding mitigation before the Project started, but of course the damage has now been done and is irreversible.

This is not the first time I have read of NR simply failing to prepare properly by understanding all their stakeholders who may have the ability to complain if not kept on board. Amongst it's current issues instances such as this must introduce delays, costs (redesign, legal wranglings at the extreme end) and consume resources. This strikes me as poor project management in the preparation phase and not investing enough time up front to avoid worse problems later. Of course you can never keep everyone happy but I feel that many of these problems could be headed off before a 'situation' such as this arises.

 

[edwin_m]

Does anyone know if and where NR have previously painted pylons to reduce their visual impact in environmentally sensitive locations ?

Not aware of any. Even in sensitive areas of previous schemes such as Durham and Berwick viaducts the OLE supports (incidentally not referred to as "pylons") are the normal galvanised steel.

Network Rail was persuaded to paint a GSM-R radio mast in Bradford on Avon green. However the colour is their standard corporate green, whereas for camouflage purposes it would work better as a more khaki shade.

 

[DarloRich]

Not aware of any. Even in sensitive areas of previous schemes such as Durham and Berwick viaducts the OLE supports (incidentally not referred to as "pylons") are the normal galvanised steel.

Exactly - why should Berkshire be any different?

There are a number of brown overhead gantries being built on the M1 - perhaps the highways agency could assist further.

 

[Starmill]

Tfl wont entertain that, if someone offered them a golden ticket to go back to Maidenhead they would take it.

An all-powerful regional transport body that likes to pretend nobody ever wishes to travel anywhere outside of its boundaries? Never saw that one coming

 

[Philip Phlopp]

The result is that this particular AONB has now been virtually destroyed with the pylons visible from miles away from the tops of the Chilterns and Berkshire Downs overlooking the Thames between Pangbourne and Cholsey, whilst some communities alongside the tracks now have pylons towering up to 70 feet above their gardens.

I've the design drawings from F+F in front of me and there's no 70ft high 'pylons' as part of the Series 1 OLE system. The twin track cantilever masts are just over 8.5 metres in height from rail, and the single track masts are just over 7 metres in height from rail. That's just shy of 28 feet for the TTC masts and 23 feet for the single masts.

It may be a GSM-R communications mast if it's 70ft high, but they're generally taller, at 33 metres/110 feet and are quite clearly communications masts, identical in design to mobile phone masts and I would have thought, even to the casual observer, difficult to confuse with electrification equipment spaced at 50m to 70m intervals along the track.

I would need to see an image and have an idea of the location of the 70ft mast to begin to work out what the purpose of it might be, but I'm 99.9% certain it won't be a Network Rail electrification mast.

 

[hassaanhc]

An all-powerful regional transport body that likes to pretend nobody ever wishes to travel anywhere outside of its boundaries? Never saw that one coming

Or on any rail service not operated by them...

 

[jimm]

Not aware of any. Even in sensitive areas of previous schemes such as Durham and Berwick viaducts the OLE supports (incidentally not referred to as "pylons") are the normal galvanised steel.

Network Rail was persuaded to paint a GSM-R radio mast in Bradford on Avon green. However the colour is their standard corporate green, whereas for camouflage purposes it would work better as a more khaki shade.

While the normal finish was used at Berwick and Durham, the catenary at both locations uses a specially-developed slimline design of support and there was also a lot of discussion about the number of location of the uprights, so they are spaced after every two arches.

I think there were similar conditions applied over the support locations on the Sankey viaduct during the Liverpool-Manchester work - specced every three arches - and the catenary used looks to be to a special round pole design, rather than a standard H-section type.

https://www.flickr.com/photos/rail_scenes/16322500288

 

[TheKnightWho]

Do we know what work west of Swindon has been done yet? Both on the GWML itself towards Temple Meads and the SWML towards Bristol Parkway and onwards into Wales itself. I imagine there's very little on the latter yet?

 

[Mintona]

There's been an awful lot of work going on overnight between Severn Tunnel Jn and Cardiff the last few weeks. I don't know if they are electrification preparations but they've had all sorts going on. Particularly at Magor, Llanwern, Newport and around Pengam.

 

[GRALISTAIR]

Apologies for bringing the thread back to the original GWR Electrification Project….
Many Thanks in advance for your help….

No apology necessary - thank you very much.

 

[AM9]

I've the design drawings from F+F in front of me and there's no 70ft high 'pylons' as part of the Series 1 OLE system. The twin track cantilever masts are just over 8.5 metres in height from rail, and the single track masts are just over 7 metres in height from rail. That's just shy of 28 feet for the TTC masts and 23 feet for the single masts.

It may be a GSM-R communications mast if it's 70ft high, but they're generally taller, at 33 metres/110 feet and are quite clearly communications masts, identical in design to mobile phone masts and I would have thought, even to the casual observer, difficult to confuse with electrification equipment spaced at 50m to 70m intervals along the track.

I would need to see an image and have an idea of the location of the 70ft mast to begin to work out what the purpose of it might be, but I'm 99.9% certain it won't be a Network Rail electrification mast.

Maybe the line traverses a valley somewhere with a 40ft embankment making the top of the masts almost 70 feet. If that is true, then the trains are currently 'towering' almost 55 feet above these communities' gardens.

 

[LNW-GW Joint]

Do we know what work west of Swindon has been done yet? Both on the GWML itself towards Temple Meads and the SWML towards Bristol Parkway and onwards into Wales itself. I imagine there's very little on the latter yet?

As I reported a couple of weeks ago (posts 1054/56), there is a 3-mile stretch west of Swindon (M4 bridge to Wootton Bassett Jn) which is piled.
On the Badminton route there are a few piles in near Pilning on the ramp to/from the Severn Tunnel, but nothing between Wootton Bassett and Bristol Parkway.
Can't comment on west of Newport or the Box/Bath/Temple Meads/Filton routes.
Most (all?) of the work around Cardiff will be linked to the recent resignalling.
I don't agree that Didcot-Swindon is "mostly piled", because there are sizeable gaps around Uffington and west of Shrivenham and through Swindon.
Didcot-Oxford is patchy and runs out at Kennington Jn (nothing at all around Oxford itself, the difficult bit).

 

[LexyBoy]

Maybe the line traverses a valley somewhere with a 40ft embankment making the top of the masts almost 70 feet. If that is true, then the trains are currently 'towering' almost 55 feet above these communities' gardens.

It'll be the line through Pangbourne, which is indeed on a high embankment.

If painting the masts is practical, then it sounds like a nice cheap way of reducing the visual impact to me.

 

[edwin_m]

It'll be the line through Pangbourne, which is indeed on a high embankment.

If painting the masts is practical, then it sounds like a nice cheap way of reducing the visual impact to me.

If they're on an embankment being viewed from below then they'll be silhouetted against the sky and the colour won't make much difference to how conspicuous they are. It may make some difference when being viewed laterally or from above (down into a valley) when the background is generally green.

I think the Germans paint (some of) their OLE masts green.

 

[TheKnightWho]

Had anything been done on any of the Thames Valley branches yet, either? May take a look in the coming weeks.

 

[HowardGWR]

I am wondering how much electrification work will have to be replaced, eventually. I think that Didcot to Wootton Bassett will need to be quadruple in future, unless a new parallel Bristol to London HSL is constructed instead, for which I don't see the need arising.

 

[Joseph_Locke]

If they're on an embankment being viewed from below then they'll be silhouetted against the sky and the colour won't make much difference to how conspicuous they are. It may make some difference when being viewed laterally or from above (down into a valley) when the background is generally green.

I think the Germans paint (some of) their OLE masts green.

The OP asked about painting pylons though, which is about £5k for a typical grid tower </pendant>

 

[Who Cares]

Many Thanks for the replies everyone….

My fault if I unwittingly misled people with the 70ft….Yes – as LexyBoy points out, there are several stretches of line between Tilehurst and Cholsey where the line is on embankments already 30>40ft high…. Tilehurst itself, east and west of Goring, South Stoke, the approaches to the famous Moulsford bridge over the Thames….Stick a pylon on top, and you’re pretty near to 70ft….And yes, AM9 – the trains were always ‘towering’ 40>50ft above the affected areas – but (1) were often screened by trees that NR have now cut down for the trackside piling, and (2) when visible, are visible for a few seconds every 10 minutes or so – not 24/7/365 ( as my children would write it these days ) as these pylons now are….

Disappointed to hear that normal NR mitigation is basically to ignore the visual impact even in environmentally sensitive and historic areas….There genuinely is no reason or excuse to prevent technological progress and modernisation, but NR’s approach seems to be merely to bring the full clout of their ‘we-don’t-need-to follow-everybody else’s-rules’ and ignore the UK’s heritage and destroy what few genuinely beautiful cities / towns / countryside that this increasingly crowded island has left….

And not surprised, of course, to hear that NR seem to have a habit of avoiding the promised and appropriate Stakeholder meetings before Engineering works start – why would you put up with the aggro or, in some cases, sensible alternative proposals and suggestions if, legally, you don’t have to listen to NIMBY’s and other more genuinely concerned Environmental groups….

Edwin and Joseph – much appreciated information….Thank You….

 

[steevp]

I noticed today that work has started on extending the electrification in the depot at Reading - when it was first put in, it was just the London end but now it looks like the rest will be completed. I know that it is only "trolley wire" and only the depot but it still feels like progress

 

[AM9]

....Disappointed to hear that normal NR mitigation is basically to ignore the visual impact even in environmentally sensitive and historic areas….There genuinely is no reason or excuse to prevent technological progress and modernisation, but NR’s approach seems to be merely to bring the full clout of their ‘we-don’t-need-to follow-everybody else’s-rules’ and ignore the UK’s heritage and destroy what few genuinely beautiful cities / towns / countryside that this increasingly crowded island has left….

Like in so many locations we are trapped in a contemporary image of AONB. The embankment (I presume) isn't natural, as aren't bridges, cuttings, stations etc., but they are often cited as things that should be preserved in aspic by those who like them. It's the same for agricultural hedgerows and plantation forestation, they are not natural but many want to categorise them as part of 'natural beauty', often because they think it will preserve their personal lifestyle and property value. Strangely though, new roads (and usually stations) that serve their locality and improve their amenity frequently escape their objections.

 

[w1bbl3]

Well if you paint them they'll need semi regularly repainting. The paint interval will depend on what you've painted with and how the surface was prepared.

The time and cost in painting galvanised steel depends on how long the member has been exposed for.
Freshly galvanised steel (under 2 days generally) and you can apply a wash primer, rinse off then directly overcoat with a suitable paint or directly paint with certain high performance coatings.

Beyond this point and the surface needs preparing by cleaning all the dirt, debris, zinc oxide and zinc carbonate. Usually by sweep blasting using grit.

It would in my experience as steel fabricator be cheaper to replace the stanchion with a shop (factory) painted stanchion than try and do this retrospectively, unless you plan for regular touch up exercises. A freshly galvanised member could be shop painted using a polyurethane coating which would last 20yrs+ between maintenance.

Anyway the OLE masts will over time darken off naturally as the zinc coating forms a protective layer, they will eventually beyond a dark dull grey.

 

[hassaanhc]

While the normal finish was used at Berwick and Durham, the catenary at both locations uses a specially-developed slimline design of support and there was also a lot of discussion about the number of location of the uprights, so they are spaced after every two arches.

I think there were similar conditions applied over the support locations on the Sankey viaduct during the Liverpool-Manchester work - specced every three arches - and the catenary used looks to be to a special round pole design, rather than a standard H-section type.

https://www.flickr.com/photos/rail_scenes/16322500288

The Wharncliffe Viaduct (on the GWML near Hanwell) also uses cylindrical masts every two arches along, but only with standard cantilevers (on each side and in the centre shared between two tracks).

 

[transmanche]

Like in so many locations we are trapped in a contemporary image of AONB. The embankment (I presume) isn't natural, as aren't bridges, cuttings, stations etc., but they are often cited as things that should be preserved in aspic by those who like them. It's the same for agricultural hedgerows and plantation forestation, they are not natural but many want to categorise them as part of 'natural beauty', often because they think it will preserve their personal lifestyle and property value. Strangely though, new roads (and usually stations) that serve their locality and improve their amenity frequently escape their objections.

I can't agree more - and I think it goes for many aspects of preservation.

Apologies for going off topic, but I think this is a good example. If anyone today suggested putting a massive transmitter tower on top of a large and ornate Victorian building with a commanding view of London, there would be outrage. But when there were rumours that the mast was going to be removed from Alexandra Palace, there was outrage! Conclusion: people don't like change and want things to stay just as they are as that is 'comfortable'.

Getting closer back to the topic, a number of AONBs have quite an industrial past. But that's deemed OK as the remains look 'quaint'.


22052010365 by David Richards, on Flickr

 

[Harlan Cage]

Had anything been done on any of the Thames Valley branches yet, either? May take a look in the coming weeks.

The Marlow branch will not be electrified for at least another 5 years due to issues finding EMU's which a short enough to fit into the Marlow Platform at Bourne End. So 165's will remain on the branch with no through services to and from London in the peak periods, however the frequency on the service on the line will be doubled with trains passing at Bourne End Station once changes to the track layout have been made.

HC

 

[LexyBoy]

If they're on an embankment being viewed from below then they'll be silhouetted against the sky and the colour won't make much difference to how conspicuous they are. It may make some difference when being viewed laterally or from above (down into a valley) when the background is generally green.

Sure, it won't make any difference from below - Pangbournians will have to put up with that, though once electric services start they will have quieter trains and faster services which will make up for it. And the trees on the side of the embankment will grow back to screen the line somewhat.

I was more thinking of the impact from the surrounding hills which form much of the AONB. I do think though that once the masts have weathered a bit, and probably more importantly all the ancillary trackside work has been hidden by vegetation, that it will be a lot less noticeable. In terms of "views" I think the demolition of Didcot Power Station will more than make amends for electrification! (especially as from above, the line is already clearly visible unlike from down in the valley). I do agree though that NR could perhaps do more to placate its neighbours.

 

[jimm]

Many Thanks for the replies everyone….

My fault if I unwittingly misled people with the 70ft….Yes – as LexyBoy points out, there are several stretches of line between Tilehurst and Cholsey where the line is on embankments already 30>40ft high…. Tilehurst itself, east and west of Goring, South Stoke, the approaches to the famous Moulsford bridge over the Thames….Stick a pylon on top, and you’re pretty near to 70ft….And yes, AM9 – the trains were always ‘towering’ 40>50ft above the affected areas – but (1) were often screened by trees that NR have now cut down for the trackside piling, and (2) when visible, are visible for a few seconds every 10 minutes or so – not 24/7/365 ( as my children would write it these days ) as these pylons now are….

Disappointed to hear that normal NR mitigation is basically to ignore the visual impact even in environmentally sensitive and historic areas….There genuinely is no reason or excuse to prevent technological progress and modernisation, but NR’s approach seems to be merely to bring the full clout of their ‘we-don’t-need-to follow-everybody else’s-rules’ and ignore the UK’s heritage and destroy what few genuinely beautiful cities / towns / countryside that this increasingly crowded island has left….

And not surprised, of course, to hear that NR seem to have a habit of avoiding the promised and appropriate Stakeholder meetings before Engineering works start – why would you put up with the aggro or, in some cases, sensible alternative proposals and suggestions if, legally, you don’t have to listen to NIMBY’s and other more genuinely concerned Environmental groups….

Edwin and Joseph – much appreciated information….Thank You….

You seem to think tree-lined embankments and cuttings on our railways are some time-honoured tradition but they're not.

Up until the early 1980s BR and its predecessors laid waste to pretty much anything taller than grass. In hindsight, this change of policy, largely to save money, wasn't the brightest idea just as we were switching to rolling stock with disc brakes, with the old clasp brakes rather better at removing soggy leaves. The trees are not being cut down because of piling, they are felled to avoid the risk of arcing from the overhead and to stop trees damaging/falling on the wiring.

In the 1980s, you could see the Cotswolds from much of the Cotswold Line,

http://www.hondawanderer.com/L403_Chilson_1986.htm

By 1993 the trees were taking over

https://www.flickr.com/photos/isispics/6621019429/

And now you can't even get that angle any more, with the only option being to shoot from the other side of the road bridge

https://www.flickr.com/photos/isispics/14180978617


Down the line at Hanborough, the leaves became such a problem that Network Rail has recently clear-felled the entire cutting.

http://www.hondawanderer.com/180103_Hanborough_2015.htm
http://www.hondawanderer.com/180108_Hanborough_2015.htm

Maybe not very environmentally-friendly in your eyes but it avoids a whole lot of slipping and sliding, wheel flats and damage to the rails.

Painting catenary supports standing on the 'skyline' of an embankment in green is not going to make a blind bit of difference to the visual impact, indeed in some lighting conditions it will probably make them more obvious than a metallic grey.

 

[Philip Phlopp]

Sure, it won't make any difference from below - Pangbournians will have to put up with that, though once electric services start they will have quieter trains and faster services which will make up for it. And the trees on the side of the embankment will grow back to screen the line somewhat.

I was more thinking of the impact from the surrounding hills which form much of the AONB. I do think though that once the masts have weathered a bit, and probably more importantly all the ancillary trackside work has been hidden by vegetation, that it will be a lot less noticeable. In terms of "views" I think the demolition of Didcot Power Station will more than make amends for electrification! (especially as from above, the line is already clearly visible unlike from down in the valley). I do agree though that NR could perhaps do more to placate its neighbours.

Don't bank on trees being allowed to re-grow - the Route Directors at Network Rail have been doing detailed sums on vegetation clearance costs versus delay minutes and vegetation clearance is being undertaken in a number of locations. Vegetation clearance even made it into the contract requirement for the new ScotRail franchise and alliance with NR Scotland.

The current plans are to seed recently cleared areas with an indigenous wild flower seed mix for bank stability and moisture control, and to prevent the growth of new trees. It'll look rather nice and will provide a nice home for native insect species (bees in particular) that have been under threat from pesticides.

People do need to remember, as unfortunate a reminder this is, that they have chosen for whatever reason to live next to the railway. GWML electrification isn't HS2, you haven't bought a house in a field only to find a railway being built next to it 10 years later. The railway was there when you bought/inherited your property, it's probably changed quite a bit already from when you bought your property, and there's always the possibility electrification masts, new radio masts or fences will be erected. It's pretty certain that there will be noisy, disruptive engineering works, usually overnight, often at weekends and even over the Christmas and Easter holidays.

If you need to shout at any one, take it out on the house builders or estate agents who weren't truthful and honest with you. You might even have some legal recompense if you've bought your property after the electrification of the route was announced.

I tend to find most people have bought a house near the railway so they can commute by train, and it amuses me no end to see people who appear at these public meetings and complain loudly about NR are to be found standing on the platform of the nearest station the next morning.

There's also those who were born to complain, perhaps looking for compensation. We found, in one case (the Northern Programme), residents complaining about the view from their houses being spoiled, when looking into the case, we found the way the houses were positioned, there was only a stairway window and a frosted glass bathroom window overlooking the railway line.

 

[snowball]

NR press release:

http://www.networkrailmediacentre.c...repare-baths-railway-line-for-electrification

Work begins to prepare Bath’s railway line for electrification

Wednesday 15 Jul 2015

Wales & West

Network Rail’s ‘orange army’ will be starting work this weekend to prepare the railway line through Bath for the arrival of electrification and a new fleet of longer, faster, quieter and greener electric trains.

The £50m project forms part of Network Rail’s Great Western Electrification Programme to modernise and significantly improve the main railway line that runs from London Paddington to Swansea.

To make room for the overhead lines that will be needed to power the new fleet of electric trains, essential changes need to be made to the railway infrastructure in Bath and its surrounding areas. Working closely with English Heritage, Network Rail has planned these changes to ensure they are sympathetic to Bath’s historic infrastructure and take account of its status as a world heritage site.

Starting this Saturday (18 July) the work will involve lowering 10km of track through Dundas Aqueduct, Box Tunnel, Middle Hill Tunnel and Sydney Gardens, removing the need to make significant changes to the historic infrastructure in these areas. This track lowering work will also involve installing 11 new sets of points over the duration of the project that is due to complete on 1 September.

Andy Haynes, Network Rail’s project director for the west of England, said: “The preparation work we are doing in Bath is essential to make the line ready for electrification and the benefits this will bring.

“The new electric trains are faster and will have more seats, more legroom and more tables. They are also greener and quieter, benefitting those who live close to the railway line.”

In order to complete the work in as short a timeframe as possible, there will be timetable changes and in some cases replacement bus services running to and from Bath over the six-week duration of the project. Passengers are therefore advised to check rail websites for travel information if their journeys involve passing through this area.

Andy continued: “We have been working closely with First Great Western, Bath and North East Somerset Council and Wiltshire Council to keep people on trains, where possible, while this work is taking place.

“I know that many people want to travel to and from Bath over the summer and I would like to stress that Bath remains open for business during this time, albeit your journey may take longer than usual.

“I apologise for any inconvenience this may cause, but please bear with us while we carry out work to provide a better travelling experience for passengers in the future.”

Rail minister, Claire Perry, said: “Improving the UK’s rail network is a vital part of our long-term economic plan. We are fully committed to electrification of the Great Western line as our top priority, and the work at Bath is another milestone in delivering this essential scheme.

“I know that this work will mean some short-term disruption, but the industry is working hard to keep this to a minimum and I’d like to thank passengers for their patience. When it is complete, electrification will provide better, faster and greener journeys between London and Swansea, as well as boosting business and securing jobs across the South West.”

I'm puzzled by the reference to Dundas Aqueduct, which I gather is two or three miles south of the main line, on the line to Westbury, which I didn't think was included in the electrification.