Great Western Electrification Progress

[jyte]

Okay, version 1.6

I was going to wait for news on the energisation but sod it.

Any errors, mistakes or bad grammar please tell me as always!

 

[33Hz]

Energisation happened according to Noel Dolphin on Twitter.

 

[jyte]

Energisation happened according to Noel Dolphin on Twitter.

YIPEE!!!

...

and now I have to update the map. Anyone in the know please let me know (as exact as possible) where it extends to at Maidenhead.

 

[jayah]

Press release

https://www.networkrail.co.uk/feeds...-to-find-out-more-about-railway-upgrade-work/

In the listing document for Roman Road Bridge, it says:

"witnessing Brunel's skilful attention to picturesque principles"

How ironic given the monstrous carbuncle that Network Rail are throwing up on 'his' railway!

 

[fgwrich]

Not so much related to the electrification project as in the oxford area, but can anyone explain what is going on North of Oxford at the moment?

In this picture taken last July by Martin Loader, the Down Relief was starting to be laid out and looked not far off from completion....

http://www.hondawanderer.com/66743_Wolvercote_2016.htm

However, in this picture taken last weekend, It's been lifted again.

http://www.hondawanderer.com/43141_Wolvercote_2017.htm

 

[jimm]

Not so much related to the electrification project as in the oxford area, but can anyone explain what is going on North of Oxford at the moment?

In this picture taken last July by Martin Loader, the Down Relief was starting to be laid out and looked not far off from completion....

http://www.hondawanderer.com/66743_Wolvercote_2016.htm

However, in this picture taken last weekend, It's been lifted again.

http://www.hondawanderer.com/43141_Wolvercote_2017.htm

Only part of it has been lifted - closer to Oxford station the sleepers and rail are all still there. Maybe someone wanted some rails to use immediately somewhere else and because the extension to the loop line cannot be commissioned until the Oxford area resignalling happens - which is going to be a while yet - it was decided to take rails from this area. I assume a rail-carrying train was run in - using the point in the main line that was installed back in December 2013 - and the closest lengths of rails were then hauled on board.

 

[jimm]

Are the curves wired? What's the current status of the 'Didcot Bypass' as such used by non stops to Oxford?

Piling has taken place on the avoiding line recently and I think the odd upright may now be in place but wiring is still a way off. Unless some has gone in since the middle of last week, there is no steelwork at Didcot North junction, nor on the northern end of the tracks from the station towards Didcot North beside the DB freight sidings.

As noted above, a lot of piling was done between Didcot and the southern edge of Oxford back in 2014-15 when the line was supposed to be one of the first sections to be wired but the intermediate station areas weren't touched. Off the top of my head, I'm not sure of exactly where the piling ends between Radley and Didcot - I'll try to take a note when I'm passing later this week. A substation at the north end of Radley station is pretty much complete now, just waiting for the wires to arrive...

 

[spark001uk]

Only part of it has been lifted - closer to Oxford station the sleepers and rail are all still there. Maybe someone wanted some rails to use immediately somewhere else and because the extension to the loop line cannot be commissioned until the Oxford area resignalling happens - which is going to be a while yet - it was decided to take rails from this area. I assume a rail-carrying train was run in - using the point in the main line that was installed back in December 2013 - and the closest lengths of rails were then hauled on board.

Looking at the re-prepared (fresh looking too) stone, maybe another possibility could be that it was found not to be quite right last time? Mind you there's no sight of the sleepers/rail that had been lifted. There is however some rail in the adjacent four-foot, but they could well be replacements for that line.

 

[leomartin125]

Piling has taken place on the avoiding line recently and I think the odd upright may now be in place but wiring is still a way off. Unless some has gone in since the middle of last week, there is no steelwork at Didcot North junction, nor on the northern end of the tracks from the station towards Didcot North beside the DB freight sidings.

As noted above, a lot of piling was done between Didcot and the southern edge of Oxford back in 2014-15 when the line was supposed to be one of the first sections to be wired but the intermediate station areas weren't touched. Off the top of my head, I'm not sure of exactly where the piling ends between Radley and Didcot - I'll try to take a note when I'm passing later this week. A substation at the north end of Radley station is pretty much complete now, just waiting for the wires to arrive...

As I travel on the Reading to Oxford route daily, I have noticed a few masts have been erected just North of Didcot, where the avoid and the main lines into Didcot meet, some rather large masts stand there. It's very early days though there, the main focus is currently on the Didcot to Swindon section.

 

[jyte]

As I travel on the Reading to Oxford route daily, I have noticed a few masts have been erected just North of Didcot, where the avoid and the main lines into Didcot meet, some rather large masts stand there. It's very early days though there, the main focus is currently on the Didcot to Swindon section.

Do you know when this section will realistically be energised? I understand there's still a lot of work to do at Swindon itself but it seems like this project sometimes manages to pull things together overnight.

 

[jimm]

As I travel on the Reading to Oxford route daily, I have noticed a few masts have been erected just North of Didcot, where the avoid and the main lines into Didcot meet, some rather large masts stand there. It's very early days though there, the main focus is currently on the Didcot to Swindon section.

Depends on what you mean by the main focus - all the different teams working on the project have a different focus, e.g. the teams fixing up the wires are mainly focused on Reading and the line towards Maidenhead right now, though some wires have started to appear elsewhere as well.

Given that the target date for electrics to Newbury is just the same as Bristol Parkway/Cardiff at December 2018, a lot of effort is presumably also going to go into the Berks & Hants at some point soon - most of the piling is already done.

Do you know when this section will realistically be energised? I understand there's still a lot of work to do at Swindon itself but it seems like this project sometimes manages to pull things together overnight.

Didcot-Swindon energisation is tricky to predict, due to the ongoing saga of how to deal with Steventon's road bridge and level crossings and the issues that poses not just for the wiring itself but also using Didcot as an electricity grid connection point. That may leave them dependent on getting the Wiltshire grid feed at Thingley ready as soon as possible in case there is a diesel-worked gap in the wires at Steventon for a while - though I suppose if they ever decide what to do about the bridge and then crack on with it, they should still have it done for the back end of next year.

At Didcot, I'd expect the aim is to get the short bit of 25kv up to Appleford level crossing ready before December, so it is available when 800s replace the 180s that month or at the start of January next year, so they can switch between electric and diesel traction at speed off the GWML proper.

 

[Ploughman]

Looking at the re-prepared (fresh looking too) stone, maybe another possibility could be that it was found not to be quite right last time? Mind you there's no sight of the sleepers/rail that had been lifted. There is however some rail in the adjacent four-foot, but they could well be replacements for that line.

Looking at the far end of the site.
There looks like some rail which could have been dragged back clear of the site.
Coupled with the sleepers placed to the side Some sort of formation problem or ballast not to spec may be the reason.

 

[3973EXL]

At Didcot, I'd expect the aim is to get the short bit of 25kv up to Appleford level crossing ready before December, so it is available when 800s replace the 180s that month or at the start of January next year, so they can switch between electric and diesel traction at speed off the GWML proper.

Wire from the Chester Line J to Appleford and West Curve J to Foxhall J will give you the operating flexibility to turn electric units.

 

[swt_passenger]

Wire from the Chester Line J to Appleford and West Curve J to Foxhall J will give you the operating flexibility to turn electric units.

Wasn't there also a suggestion that some of the yard area within the triangle would be given over to EMU stabling? Would make sense to have access from both ends for that as well if practical.

 

[jimm]

Wire from the Chester Line J to Appleford and West Curve J to Foxhall J will give you the operating flexibility to turn electric units.

The intention clearly is to wire all the running lines around Didcot - avoiding line and the curve from the station to Didcot North included - but the ability to turn a train at Didcot isn't likely to be a key consideration since they will be able do just that at Reading, right next to the depot.

Wasn't there also a suggestion that some of the yard area within the triangle would be given over to EMU stabling? Would make sense to have access from both ends for that as well if practical.

There are discussions about some sort of stabling for emus at Didcot but no detail on where and what shape it might take has emerged - DB Cargo doesn't use all the yard sidings, but the disused and overgrown ones are those adjacent to the railway centre. GWR would presumably prefer to use the sidings next to the running lines, so a fair bit of money may need to be spent on track refettling if DB's operations are to be shuffled across.

Looking at the far end of the site.
There looks like some rail which could have been dragged back clear of the site.
Coupled with the sleepers placed to the side Some sort of formation problem or ballast not to spec may be the reason.

If there was a problem with the formation,it would seem odd they have noticed it now, given that they spent ages clearing and preparing it back in 2013-14.

The only section of the relaid loop line that has ever been ballasted was the bit next to the Class 66 shown on the July 2016 picture - from there all the way down to Oxford North junction the trackbed base was prepared and the sleepers and rail were then placed on top but that was all - which is how it remains, as I said above. The sleepers and rail at the far end can be seen on the left-hand side of this picture of Oxford North junction, also taken by Martin Loader on Saturday.

http://www.hondawanderer.com/168322_168109_Oxford_North_Junction_2017.htm

 

[DidcotDickie]

Thanks for the update.


Edit: On a next pass, can someone confirm/deny if all the steelwork is complete between Steventon and Wantage Road?

Pretty much. Main steelwork is up all the way from Stocks Lane/Causeway Crossings through to Uffington and most of this has the Small Part Steelwork (SPS) in place too. There is a gap between Stocks Lane and just west of the A34 bridge which is only piled.

In addition to my previous post a new section of wires went in on Saturday night.

https://twitter.com/networkrailwest/status/846307480602906624

This is on the two track section immediately east of Wantage Road (Grove). I think it starts about 400m east of the A338 overbridge and presumably runs for at least 1km to towards Steventon. It definitely wasn't there when I cycled the nearby lane on Saturday morning! I've no idea if this connects to the other wired section west of Causeway Crossing.

Regarding energisation of the Didcot-Swindon section, as others have answered, this will depend on how quickly NR sort out the B4017 High St bridge at Steventon. Last I read was that they had decided to demolish and replace it which would take 10 months. Until this is completed the section west of Milton Junction can't be connected to the National Grid feeder at Foxhall Junction. I'd guess that the alternative of connecting to the feeder at Thingley Junction is likely to be even further away.

 

[snowball]

Regarding energisation of the Didcot-Swindon section, as others have answered, this will depend on how quickly NR sort out the B4017 High St bridge at Steventon. Last I read was that they had decided to demolish and replace it which would take 10 months.

As others have said I hope the replacement bridge is of sufficient span not to be an obstacle to any future 4-tracking of the 2-track section west from Milton to Grove.

 

[DidcotDickie]

As others have said I hope the replacement bridge is of sufficient span not to be an obstacle to any future 4-tracking of the 2-track section west from Milton to Grove.

I do too, but I'm not holding out too much hope. When the A417 bridge was replaced at Challow I was speaking to one of the NR project managers who told me that the bridge replacement budget was so tight that they had only allowed for replacement on a like-for-like basis and there was no money to fund any improvements such as wider roadways, etc.

The cutting at Steventon where the B4017 High St crosses is rather constrained so I imagine that widening the line here to accommodate four tracks would be not impossible but rather expensive.

 

[Tw99]

I asked about the Steventon bridge on this thread a few days ago, and someone posted that NR had said at an INst Mech Eng public meeting, that they were going to leave it for now and accept a higher wear rate on the wires in the short term at that site. Is there any firm evidence this is incorrect, or no longer the case ?

http://www.railforums.co.uk/showpost.php?p=2924551&postcount=4731

 

[Thatcham Xing]

a lot of effort is presumably also going to go into the Berks & Hants at some point soon - most of the piling is already done.

Most of the piling indeed, and I would estimate about 70% of the uprights between Southcote Junction and Newbury. Biggest gaps with no uprights (based on a journey yesterday are between Southcote Junction and Theale, Ufton Nervet and Aldermaston and around Newbury itself (still no work at all at the Station as far as I can see).

At Midgham and Thatcham, the uprights are up to both sides of the station, but not through them yet.

 

[swt_passenger]

At Midgham and Thatcham, the uprights are up to both sides of the station, but not through them yet.

Not doing the station uprights at the same time as the lines either side has been a fairly consistent feature on the main line of route as well. I surmised a while back that it is a differently planned part of the contract, because foundation work needs to be tailored to existing platforms, buildings, canopies etc, and is often further away from running lines. The High Output methods may not be that useful in stations, and there's also the possibility that because they can more easily work 'outside' the platforms without a line possession, there's better things to progress when access to the track is actually given.

 

[GRALISTAIR]

because they can more easily work 'outside' the platforms without a line possession, there's better things to progress when access to the track is actually given.

I would agree that this makes most sense. Sorry to go OT for a moment but it seems stations are the last to get done on the Manchester - Blackpool scheme also.

Use your possessions wisely - stations can wait.

 

[DidcotDickie]

Some good views from a drone in this Crossrail/NR video of Maidenhead

https://youtu.be/sQ2zG1WfeIE

It shows the tracklaying work west of Maidenhead station for the Crossrail turnback siding and stabling sidings. Also shows the electrification work to good effect.

 

[DidcotDickie]

I asked about the Steventon bridge on this thread a few days ago, and someone posted that NR had said at an INst Mech Eng public meeting, that they were going to leave it for now and accept a higher wear rate on the wires in the short term at that site. Is there any firm evidence this is incorrect, or no longer the case ?

http://www.railforums.co.uk/showpost.php?p=2924551&postcount=4731

It was at an IET meeting in Swindon last October and it was me that asked the question about the B4017 bridge at Steventon. The NR project manager described this as the electrification engineer's "worst nightmare" and that they most likely planned to replace the bridge but would probably have to close Stocks Lane crossing as well. In terms of wire height gradient the section would be non-compliant and, as you correctly say, they would monitor the two contact wires and accept a higher wear rate.

Since then nothing has been forthcoming from NR about this other that what's been published by Steventon Parish Council on the village's community website. In their January 2017 "bridge Update" they say:

Steventon Parish Council (PC), Oxfordshire County Council (OCC) and Ed Vaizey’s assistant met with Network Rail (NR) on Monday 9th January to discuss the current position with regard to electrification of the railway in Steventon.

Ed Vaizey (local MP) has had meetings with NR, the utility companies and Historic England. He reports:

• The bridge will be demolished and reconstructed;
• The road will be closed for at least 10 months;
• The utilities are happy to work together;
• Historic England are aware of the intended bridge demolition.

NR confirmed that Stocks Lane crossing will not be closed and that they are now only pursuing bridge demolition and reconstruction. Their baseline case is that the road will be closed for at least 10 months. However, it is hoped that cycle and pedestrian bridge access will be provided.

NR are to apply by the end of January 2017 to Historic England, and the Vale of White Horse District Council for approval to demolish the Grade II listed bridge. In their submission they will have to present a robust case including:

• Documentation that all credible options have been explored and evaluated by due process;
• The bridge has only a finite life.

A bridge survey by OCC in January 2016 showed that: “The bridge is in fair condition with some repairs necessary”. OCC reported that the bridge can be maintained on an annual basis.

The PC challenged the 10 month road closure and pressed for 4-6 month closure period. NR said they would try to reduce the closure time. However, the full detail of what is actually going to happen is still to be determined. It is likely that the decision will be known in May 2017. This will then define what happens next.

Then in their February 2017 update they report on a meeting held by the Historic England Advisory Panel to discuss the bridge:-

On the 2nd February 2017, Historic England Advisory Panel met to discuss the issues posed with electrification of the railway and the potential demolition of Steventon Railway Bridge.

The justification for demolition

If demolition is to be considered justified it has to be clear that this is the minimum necessary amount of harm in the circumstances in order to achieve electrification of the line. It is Historic England’s understanding that retaining the bridge is possible whilst also keeping the Causeway crossing open. The necessary minimum height of 5.6m at the crossing can be achieved by adopting a non-standard wire gradient of 1 in 400. However, this would mean closing the Stocks Lane crossing, where the clearance would be around 5.1m, to vehicular traffic. Fitting the wires under the bridge can be addressed by slewing the track. As this would not lower the track Historic England assume that drainage conditions (which they are aware are problematic at this location) would remain unchanged and therefore there is no greater risk of flooding.

However, Historic England are not yet convinced that retaining both the crossings and the bridge is out of the question. Network Rail’s own engineering advice suggests that a clearance lower than 5.6m may be acceptable if an agreement on this can be reached with the Rail Safety Standards Board (RSSB). Historic England have stated that Network Rail need to demonstrate that they have explored this possibility with the RSSB and received a firm indication that it is not possible before they could advise that there is a clear and convincing justification for demolition.

Historic England have indicated their disappointment that Network Rail did not undertake a robust enough technical investigation of this issues surrounding the bridge much earlier in the project, nor did they approach it in a more holistic way. The opportunity presented to close the crossings, which all are agreed is necessary in the long term, was not taken, the precise technical problems relating to the crossing were not properly understood until relatively late in the process and the issues surrounding the closure of Stocks Lane should have been investigated more thoroughly years ago.

Meanwhile we understand that Network Rail are to submit the Listed Building Consent application to demolish the Bridge, to the Vale Planning Officer early next month. A period of 2-3 months for public consultation, will then begin.

http://www.steventon.info/Railway.html

While I wouldn't normally take this as an authoritative source of information, this is the best we have at the moment as NR haven't published anything.

Taking 2-3 months of public consultation, followed by planning decisions, then 10 months reconstruction, I don't think that many people have twigged that this could jeopardise the Hendy date of Dec 2018 for electric running west of Didcot!!

 

[Chris125]

http://www.crossrail.co.uk/news/art...alley-electrification-reaches-major-milestone

NEW TRAINS ON THE WAY AS THAMES VALLEY ELECTRIFICATION REACHES MAJOR MILESTONE

- Network Rail successfully electrifies 12 miles of railway from Maidenhead to Stockley Junction as part of the Crossrail project
- New electric infrastructure in the Thames Valley allows for the introduction of new Great Western Railway (GWR) trains in May and the Elizabeth line from 2019

Last weekend, Network Rail successfully electrified 12 miles of railway to the west of London between Stockley Junction and Maidenhead as part of the Crossrail project.

Electrification will allow GWR to extend new electric trains from London Paddington to Maidenhead from this May, and to Didcot in January 2018, delivering more seats for passengers. In January this year GWR began to run half-hourly new Electrostar trains from London Paddington to Hayes & Harlington, providing much needed extra capacity for passengers.

 

[jyte]

It's only 12 miles, huh.

I'm waiting patiently for the introduction of the 387s. If they're doing runs to Didcot by the end of the year that's pretty impressive.

 

[59CosG95]

It's only 12 miles, huh.

I'm waiting patiently for the introduction of the 387s. If they're doing runs to Didcot by the end of the year that's pretty impressive.

I think 48 miles would be more accurate, if we go by single track mileage at any rate!

Getting it to Didcot shouldn't be that hard, given that Scours Lane to Didcot is already live and testing. With the increasing amount of wire runs going up at Reading, everything's clearing up quite nicely now too...but then again I am relentlessly optimistic! :roll:

 

[Andrewlong]

I think 48 miles would be more accurate, if we go by single track mileage at any rate!

Getting it to Didcot shouldn't be that hard, given that Scours Lane to Didcot is already live and testing. With the increasing amount of wire runs going up at Reading, everything's clearing up quite nicely now too...but then again I am relentlessly optimistic! :roll:

I am looking forward to seeing a 387 getting to Reading under the wires from Paddington. That's when it becomes real for me.

 

[jyte]

I am looking forward to seeing a 387 getting to Reading under the wires from Paddington. That's when it becomes real for me.

Totally agree.

Didcot-Swindon being live too is an other huge project milestone as far as I'm concerned.

Also, keep updates for the map updates coming. Next release this weekend. [edit:nope]


Edit: I have heard back from OTT (remember I said I would ask?), they've asked me to stop using their map style & data as a base for the project. I have also been asked very kindly to remove all previous versions from the site and have done so.

Right now I'm looking for an alternative, more 'open source' version - probably by making one myself, which will involve creating an asset base distinct from any pre existing ones, or by using Open Street Map's Api.

As such, I've delayed this weekends release.

Apologies.

 

[jimm]

Some pictures taken today and yesterday by Martin Loader show various locations between Didcot and Swindon and the extent of installation of steelwork at them. 800001 working on diesel power on timing runs between Bristol and Paddington features in several of the photos.

http://hondawanderer.com/Recent_Additions.htm