Great Western Electrification Progress

[jyte]

Again, the Steventon bridge is NOT BEING REPLACED before the wires are up an energised.

(I think I have posted this before - quite recently...!)

Groundhog Day it is!

Whoops. I knew that and I messed up my order of events there, apologies.

Let's just say I've been enjoying the bank holiday

 

[coppercapped]

Whoops. I knew that and I messed up my order of events there, apologies.

Let's just say I've been enjoying the bank holiday

Quite right too!

 

[superkev]

Kev, if you want a rough answer, Reading area (thus Maidenhead to Didcot) is due to be energised during the 16th-18th September 2017 Reading Blockade with the first through electric services starting early 2018(?).

Didcot - Swindon is another kettle of fish more work still due - late 2018 might even be a bit optimistic!

Thank you. Woulnt it be nice if Network rail and its contractor's managed to complete something early for a change. Would that be a first.
K

 

[snowball]

Thank you. Woulnt it be nice if Network rail and its contractor's managed to complete something early for a change. Would that be a first.
K

The Norton Bridge flyover was completed over a year early.

 

[GRALISTAIR]

Thank you. Woulnt it be nice if Network rail and its contractor's managed to complete something early for a change. Would that be a first.
K

I think that Ordsall curve is also slightly early ( it is not fair to count the legal challenges)

 

[coppercapped]

Thank you. Woulnt it be nice if Network rail and its contractor's managed to complete something early for a change. Would that be a first.
K

The very first published timetable for the Reading area rebuild showed it to take about a year longer than it actually did. At some early point the sequence of stage works and phasing were changed and the time reduced. It was in fact finished on time.

But the physical work started in 2010, and the scheduling was done earlier, in the days when men were men and Things Got Done™...!

 

[jimm]

Kev, if you want a rough answer, Reading area (thus Maidenhead to Didcot) is due to be energised during the 16th-18th September 2017 Reading Blockade with the first through electric services starting early 2018(?).

Didcot - Swindon is another kettle of fish more work still due - late 2018 might even be a bit optimistic!

But Swindon-Steventon is a different matter. There may be a short section of diesel running/coasting past the bridge but no reason that 25kv cannot be switched on the rest of the way from Swindon as soon as the wires are up and tested.

 

[hwl]

But Swindon-Steventon is a different matter. There may be a short section of diesel running/coasting past the bridge but no reason that 25kv cannot be switched on the rest of the way from Swindon as soon as the wires are up and tested.

Just install a neutral section under the bridge...

 

[Mag_seven]

Just install a neutral section under the bridge...

Would that not bugger up all the feeding arrangements?

 

[hwl]

Would that not bugger up all the feeding arrangements?

No because the feeder cables go passed neutral sections anyway (just trough the feeder /return cables etc. through the bridge section)

 

[swrailuser]

What's the reason for the drop to 85mph through Swindon?

To prevent passengers being swept off the platform by the backdraft of a passing train as once occurred at harpenden when a small person was thrown across the tracks after a passing HST at speed had been through and the person was standing on the edge.

 

[deltic08]

To prevent passengers being swept off the platform by the backdraft of a passing train as once occurred at harpenden when a small person was thrown across the tracks after a passing HST at speed had been through and the person was standing on the edge.

In that case why is there not a speed restriction through Didcot and many other stations on 125mph sections on the GWML as far as Didcot and ECML such as Northallerton.

 

[coppercapped]

But Swindon-Steventon is a different matter. There may be a short section of diesel running/coasting past the bridge but no reason that 25kv cannot be switched on the rest of the way from Swindon as soon as the wires are up and tested.

This one never dies! :cry:

The issue is NOT the clearance under the bridge, but the rapid change in height of the contact wire from low (under the High Street bridge) to high (over the Stocks Lane level crossing).

 

[76020]

Again, the Steventon bridge is NOT BEING REPLACED before the wires are up an energised.

(I think I have posted this before - quite recently...!)

Groundhog Day it is!

I found this on the Steventon Oxfordshire Village Website, quote:-

The consultation period on Network Rail’s application for demolition of Steventon Railway bridge and provision of a replacement bridge closes on 31st August 2017.
On Thursday 20th July the Rt. Hon. Chris Grayling MP in a written statement to Parliament announced “Technology is advancing quickly, and this government is committed to using the best available technologies to improve each part of the network. New bi-mode train technology offers seamless transfer from diesel power to electric that is undetectable to passengers. The industry is also developing alternative fuel trains, using battery and hydrogen power. This means that we no longer need to electrify every line to achieve the same significant improvements to journeys, and we will only electrify lines where it delivers a genuine benefit to passengers”.
The Department *for Transport (DfT) said the modern trains, which can switch from electric to diesel mid-journey, will be used on the Great Western and Midland Main lines.
Perhaps the bi-mode trains could come through Steventon using diesel thereby preserving the Grade II listed railway bridge, two level crossings and giving a token saving to the taxpayer considering Network Rail’s considerable budget over spend. .
So problem solved, Chris Grayling can now change his mind yet again and give the go ahead for Cardiff-Swansea electrification and everywhere else for that matter but with running with diesel power under the bridges because his did say it will be too expensive and inconvenient to rebuild them.

I trying to be seriously now, does anybody know what is the speed limit is to change from 25KV overhead to diesel traction on a Class 800 or does it have to stop completely to changeover? I would imagine that when the electrification is completed the change over points from electric to diesel on the GWR will be at Reading for the Berks & Hants route and of course Chippenham for Bristol TM and Cardiff for Swansea.

 

[jyte]

This one never dies! :cry:

The issue is NOT the clearance under the bridge, but the rapid change in height of the contact wire from low (under the High Street bridge) to high (over the Stocks Lane level crossing).

I thought the increased wire & pant wear was considered acceptable at least temporarily?

 

[snowball]

I trying to be seriously now, does anybody know what is the speed limit is to change from 25KV overhead to diesel traction on a Class 800 or does it have to stop completely to changeover? I would imagine that when the electrification is completed the change over points from electric to diesel on the GWR will be at Reading for the Berks & Hants route and of course Chippenham for Bristol TM and Cardiff for Swansea.

As I've posted a few times in various threads, a recent issue of Rail magazine described a changeover at 100mph.
Reading to Newbury is still being wired so the B&H changeover would be at Newbury, not Reading.

 

[HowardGWR]

To prevent passengers being swept off the platform by the backdraft of a passing train as once occurred at harpenden when a small person was thrown across the tracks after a passing HST at speed had been through and the person was standing on the edge.

Regarding Swindon, there is only one through line, so I think it depends which direction the train is going. Looking at the map, west to east could be faster than the reverse direction, it would seem. I think they altered the station platform widths during 'rationalisation' years and lost a through line and the bays. I expect we have an expert who knows.

 

[jimm]

This one never dies! :cry:

The issue is NOT the clearance under the bridge, but the rapid change in height of the contact wire from low (under the High Street bridge) to high (over the Stocks Lane level crossing).

Where did I say anything about clearances under the bridge?

The only point I was addressing was the suggestion that somehow the overhead could not be used west of Didcot until the section through Stevenson - bridge, level crossings and all - was sorted out, whenever that happens and whatever work is involved.

While that work is taking place, there is no reason why IETs cannot use diesel or coast through Stevenson on occasion to get between electrified areas to the east and west, is there?

I can imagine that even if wiring is in place while a new bridge is built, the contractors may well need to do things that do not impede the passage of trains but could not be done safely with 25kv live cables in the vicinity.

I trying to be seriously now, does anybody know what is the speed limit is to change from 25KV overhead to diesel traction on a Class 800 or does it have to stop completely to changeover? I would imagine that when the electrification is completed the change over points from electric to diesel on the GWR will be at Reading for the Berks & Hants route and of course Chippenham for Bristol TM and Cardiff for Swansea.

All dealt with previously many times over many years in the Class 800 thread but for brevity's sake let's just deal with it and move on. The technical specification requires the trains to be able to switch between diesel and electric and vice versa all the way from a standstill up to the maximum speed - so 125mph as things stand - and 140mph diesel operation certainly isn't envisaged anyway.

 

[SpacePhoenix]

Regarding Swindon, there is only one through line, so I think it depends which direction the train is going. Looking at the map, west to east could be faster than the reverse direction, it would seem. I think they altered the station platform widths during 'rationalisation' years and lost a through line and the bays. I expect we have an expert who knows.

Looking at RTT and Open Train Times the through line appears to be bidirectional and it looks like it's just freights and ECSs that don't stop there so could ECSs and freights use the through line?

 

[jyte]

does anybody know what is the speed limit is to change from 25KV overhead to diesel traction on a Class 800 or does it have to stop completely to changeover?

It's done at line speed. I think during tests 100mph changeovers were achieved and I imagine 100mph+ changeovers may also be possible.

However I mean it seems dumb to fire up the diesel engines for just a couple of miles...I imagine they wouldn't loose too much speed coasting through there!

It's kind of frustrating that politics is scaling back the GWEP plans now as politics led to the GWEP existing. I was under the impression that NR would have rather focussed on the Midland Mainline & infill work first before undertaking such a massive project as the GWEP, but the gov wanted the wires to get to Wales for political reasons rather than anything to do with the actual cost benefit of the scheme.

Ah...rant over.

 

[coppercapped]

I thought the increased wire & pant wear was considered acceptable at least temporarily?

Yes, it is.

 

[coppercapped]

Regarding Swindon, there is only one through line, so I think it depends which direction the train is going. Looking at the map, west to east could be faster than the reverse direction, it would seem. I think they altered the station platform widths during 'rationalisation' years and lost a through line and the bays. I expect we have an expert who knows.

Swindon used to have a Down island platform on a loop off the Down Main. The Down platform loop adjacent to the Down Main rejoined the Down Main, the platform loop to the south of the platform was connected to what the GWR called the 'South Wales Main Line' but which is now the line to Kemble and Gloucester. This crossed the entire layout over a sequence of diamond crossings.

This platform was removed completely when Swindon was resignalled in the 1960s so ALL Down trains calling there had to cross to what was the Up line island platform, crossing the UP Main on the flat in the process. The now derelict office block on the Down side was build in that period right across the site of the GWR's Down island.

This wasn't so much of a problem when traffic densities were not so high, but with the traffic growth following privatisation the two crossings of the Up Main that a Down train had to make became a problem. The Strategic Rail Authority was the force for the building of a new Down line platform, but to minimise costs it was not placed on a loop as the earlier GWR arrangement but built directly against the Down Main.

It might not be ideal, but it is streets ahead of the situation previously.

I am not sure of the complete reason for the 85mph limit through the station now - the alignment seem suitable for higher speeds - but I suspect it is a combination of signal siting, track condition and inertia.

Isn't it good that some of us (a) lived through all this and (b) have reasonably good memories?

 

[coppercapped]

Where did I say anything about clearances under the bridge?

The only point I was addressing was the suggestion that somehow the overhead could not be used west of Didcot until the section through Stevenson - bridge, level crossings and all - was sorted out, whenever that happens and whatever work is involved.

While that work is taking place, there is no reason why IETs cannot use diesel or coast through Stevenson on occasion to get between electrified areas to the east and west, is there?

OK. I parsed your previous post as meaning that would be a permanent arrangement. Sorry.

 

[snowball]

Someone was asing about Cow Lane, Reading, recently. Now here's a press release:

https://www.networkrail.co.uk/feeds...-set-to-get-under-way-after-reading-festival/

Works to improve traffic flow and safety for cyclists and pedestrians in Reading will begin after this year’s Reading Festival, as Network Rail prepares to widen the existing single lane carriageway and alleviate the bottleneck between the bridges on Cow Lane.

The planned improvements at Cow Lane bridges will remove the current height restriction and the long-standing traffic bottleneck in west Reading by creating a wider road big enough to allow two vehicles to safely pass, as well as allowing the future use of double-deck buses for the first time ever.

When complete, the widening and lowering of the road will create an important alternative route for HGVs, commercial and other traffic passing through west Reading. This will result in a better and safer local environment for residents and businesses along the Oxford Road.

It will also mean traffic lights will no longer be needed through the bridges and there will be substantial benefits for pedestrians and cyclists, with new shared use footway/cycleways introduced through the bridge.

So as not to clash with this year’s Reading Festival, work is due to begin after the August bank holiday weekend. The project is due to be completed before the 2018 Reading Festival at the end of August next year.

The safe separation of road users and pedestrians will be provided throughout the work.

As the project progresses, Cow Lane will need to be closed for up to two weekends for demolition works on the old bridge structure. The dates of these closures are being publicised in advance ad road users and pedestrians are being asked to be aware of the dates, as they will have an impact.

These closures will take place:

3 November at 8pm to 6 November at 5am
10 November at 8pm to 13 November at 5am
The second closure is planned in as contingency and may not be needed should the work be completed during the first closure.

A traffic management specialist will be appointed to oversee the closures and ensure that alternative routes for motorists are clearly identified and publicised as part of a traffic management plan nearer the time

Shyam Samani, project manager for Network Rail, said: “I’d like to thank residents and road users in advance for their patience as we undertake this vital work to improve safety and traffic flow in and out of Reading. This construction work can be noisy but residents should be assured that every effort will be made to minimise this throughout the work.

“We’ve worked closely with Reading Borough Council to agree on an appropriate design and timings in which to complete this work, and we will publish a traffic management plan for road users closer to the date of the closures to advice of safe alternative routes.”

Tony Page, Reading Borough Council’s Lead Member for Strategic Environment, Planning and Transport, said: “Residents across the town, in particular in west Reading and around the Oxford Road, will be all too familiar with the long-standing bottleneck at Cow Lane which for many years has created a pinch point at a key location. I am delighted the start of these improvements works is now imminent.

“When complete in August next year, this will be an important alternative route for lorries, commercial and other traffic which are just passing through west Reading, resulting in a safer and more pleasant local environment for residents and businesses along the Oxford Road. It will mean double decker buses will be able to cross Cow Lane for the first time ever, speeding up journey times for passengers. It will also mean traffic lights will no longer be needed through the bridges, with a new and safe route for both pedestrians and cyclists.

“As with any major project of this kind, there will be inconvenience whilst the works take place. By publishing the potential weekend closures well in advance we hope people can plan ahead to minimise the impact.”

Members of the public with any questions or concerns about this work can contact Network Rail’s national helpline, available 24/7 on: 03457 48 49 50.

 

[HowardGWR]

Isn't it good that some of us (a) lived through all this and (b) have reasonably good memories?

Indeed. I would have thought the new ideal arrangement (if there were no GSJ north of Swindon station), would be to have what there was until the rationalisation, namely, IIRC, two island platforms with a central 'runner' dual track.

Gloucester line trains to and from Pad should in any event cross over to and from the main line north of the station, it seems to me. Plenty of room there.

 

[Tw99]

Good to hear some news of actual progress finally after a couple of years of nothing. I take that route to work, so looking forward to the improved and safer layout, the current setup is really dangerous for pedestrians and cyclists.

 

[Class 170101]

How is progress between Patchway and Cardiff coming along?

 

[veryoldbear]

Went to the Uffington Show yesterday. Looks as though most of the steelwork Steventon - Wantage Road - Baulking is up and ready for wiring.This has been going on apace last few weeks.

 

[Siemens Staines]

Good to hear some news of actual progress finally after a couple of years of nothing. I take that route to work, so looking forward to the improved and safer layout, the current setup is really dangerous for pedestrians and cyclists.

The image from the NR blurb seems to imply that the widening will require some of the concrete that is to be demolished is from the recent-ish construction of the flyover and festival line. Is this correct?

I do not know the roads in this area and bing maps are years out of date and do not reflect the current rail layout so I could well be looking at the wrong location and I am happy to be corrected.

 

[coppercapped]

The image from the NR blurb seems to imply that the widening will require some of the concrete that is to be demolished is from the recent-ish construction of the flyover and festival line. Is this correct?

I do not know the roads in this area and bing maps are years out of date and do not reflect the current rail layout so I could well be looking at the wrong location and I am happy to be corrected.

No it doesn't. What is being demolished is the old brick bridge taking Cow Lane under the Main and Relief lines. This road runs alongside the Reading Festival grounds. No work on the new concrete bridges, flyovers or abutments is necessary as they have been built with enough clearance for the widened road. NR may be silly sometimes, but it is not that silly.

The bridge would have long gone were it not for a local landowner opposing Reading Borough Council's compulsory purchase order (made after the company refused to sell at, AIUI, market prices) for a parcel of land needed for the road. This went as far as the High Court but was then reported as being withdrawn on the day of the hearing!