Great Western Electrification Progress

[swt_passenger]

There's a good description (with diagrams) of the future phases of track changes at Stockley on the 'ian visits' blog here:

http://www.ianvisits.co.uk/blog/2014/12/20/photos-from-crossrails-huge-stockly-flyover/

 

[Stewart2887]

@Mr Moo
Do you know what has been sorted out about Steventon? They were arguing about lowering the lines to save replacing the bridge but that would spoil Brunel's billiard table and give a switchback ride possibly (I wondered?).

Do keep posting, much appreciated, thanks.

The Oxford Mail reported this week that they had a plan (no details) which would save demolishing Steventon bridge, but would mean both Causeway and Stocks Lane level crossings closed to vehicles (Stocks Lane closed completely). This after MP Vaizey stepped in. How's that going to work for those who live south of the railway?

 

[jimm]

Link to the story

http://www.oxfordmail.co.uk/news/11...Rail_considers_new_bridge_plan_for_Steventon/

 

[mr_moo]

Steventon and indeed many other sites as covered by the GWEP project are still being discussed as councils put up their various objections and discussions are held with a huge number of stakeholders.

Network Rail have a strong company goal to close as many level crossings as possible as they represent one of the biggest hazards on the railway now.

So, and I stress that this is purely an educated guess and not anything based on any actual knowledge of plans, I would not be very surprised if the LC closure fund put up some money towards the track lowering option. This would get rid of two LCs and also solve the Steventon issue together.

I do know that Stocks Lane and Causeway LCs are in the higher risk cetegory, which is usually a result of people ignoring red lights or walking across when the barriers are down and near misses having been reported by train drivers. Thus there is more motivation to close these than some crossings.

What the mitigations for the closure will be I do not know. It's not actually that far extra to drive around via the high street anyway and it sounds like pedestrian access will be available via Causeway still so I would assume (big caveat: I don't know the area so I'm basing this on aerial mapping only) that this will be sufficient and not cause too many local difficulties.
--- old post above --- --- new post below ---
One further thought - track lowering has been done at 4 bridges around the Slough area as part of Crossrail (Leigh road, all four lines, Farnham road, mains only, Wexham road, mains only and St Mary's road, all four lines) already and there's some in the OC area too so the 'billiard table' isn;t really a billiard table any more anyway!

 

[ironstone11]

I would not be very surprised if the LC closure fund put up some money towards the track lowering option. This would get rid of two LCs and also solve the Steventon issue together.

It is difficult to see how the LCs can be closed without providing an access road to the church and several properties to the south of the railway.

Also even if the track under the bridge is lowered, the parapets will need to be raised. The parapets could be done with one way traffic light control.

 

[jimm]

It is difficult to see how the LCs can be closed without providing an access road to the church and several properties to the south of the railway.

Also even if the track under the bridge is lowered, the parapets will need to be raised. The parapets could be done with one way traffic light control.

I'm not sure why you say that. Everywhere south of the line has a road access in from the B4017 just south of the High Street bridge, which is how they drive in and out whenever the level crossings are shut for track maintenance. Put in a footbridge at one or both locations and I really don't see the problem.

It's not one of the cases where closing a level crossing without replacement will incur a detour that is miles long.

 

[Stewart2887]

I'm not sure why you say that. Everywhere south of the line has a road access in from the B4017 just south of the High Street bridge, which is how they drive in and out whenever the level crossings are shut for track maintenance. Put in a footbridge at one or both locations and I really don't see the problem.

It's not one of the cases where closing a level crossing without replacement will incur a detour that is miles long.

The access road you mention is just a muddy track with sharp bends, serving a stable. To make that the access road would require a fair bit of work, as the junction at the bridge is difficult.I notice there's a planning application for some houses there too.

I can't help feeling that in the long run, rebuilding the bridge is the better solution if inconvenient for a while. However, I accept the argument about closiung the crossings on safety grounds-the HSTs go through there at quite a speed.

 

[Chris125]

I assume the cross-sections (booms they seem to be called) are over less than 4 tracks then?
It's going to require lots of possessions to get all the 4-track portals up.

I'm happy to be corrected but I think they are wiring each pair of tracks separately, presumably to ease installation with the HOPS, rather than using 4 track portals to span the entire formation.

Chris

 

[LNW-GW Joint]

I'm happy to be corrected but I think they are wiring each pair of tracks separately, presumably to ease installation with the HOPS, rather than using 4 track portals to span the entire formation.
Chris

Interesting.
It happens like that typically through stations or where the pairs of lines separate under bridges etc (of which there are quite a few between Reading and Didcot).
But it would be unusual for this to happen on open 4-track layouts.
It certainly reduces the possession requirement. I guess it increases the foundation load on each side.
For what it's worth there are 4-track portals alongside the gasholders east of Reading.

 

[jimm]

The access road you mention is just a muddy track with sharp bends, serving a stable. To make that the access road would require a fair bit of work, as the junction at the bridge is difficult.I notice there's a planning application for some houses there too.

I can't help feeling that in the long run, rebuilding the bridge is the better solution if inconvenient for a while. However, I accept the argument about closiung the crossings on safety grounds-the HSTs go through there at quite a speed.

Whatever its current state, it is a viable route in and out - and if the crossings are closed for good, which they really ought to be, then it is the only route. Neither of the level crossings is in a suitable location for an overbridge or underpass to be created, with houses close by, so what's the alternative? With the extra traffic likely to be using the line between Didcot and Swindon in future, the barriers will be down more than they are up much of the day if the crossings remain. Even now they can be down for an eternity if you pitch up at the wrong moment.

 

[Techniquest]

Good to hear all the updates regarding the mass of works being done! Any advance gen on Easter 2015, anything interesting going on?

 

[swt_passenger]

Interesting.
It happens like that typically through stations or where the pairs of lines separate under bridges etc (of which there are quite a few between Reading and Didcot).
But it would be unusual for this to happen on open 4-track layouts.
It certainly reduces the possession requirement. I guess it increases the foundation load on each side.
For what it's worth there are 4-track portals alongside the gasholders east of Reading.

I was along the route between Reading and Goring & Streatley today, and there are a fair number of four track portals (gantries) in position now.

There seem to be two main styles of upright, one is a plain square tubular cross section, those appear to take the full width portals. The other type of upright seems to include a set of built in fittings that the twin track cantilever section sort of 'hooks onto', with a bit of height adjustment available.

Couldn't get a picture but if anyone's along there they'll probably see what I mean about the different types.

--- old post above --- --- new post below ---

Good to hear all the updates regarding the mass of works being done! Any advance gen on Easter 2015, anything interesting going on?

Haven't heard of anything specific about electrification then, but as far as the track remodelling is concerned the Easter weekend is planned to be the last blockade to bring the up and down 'feeder lines' and the west end of the Festival line into use.

For anyone not keeping track of the overall remodelling the Up and Down Mains over the flyover should be in use this Sunday morning, 4th Jan.

 

[SpacePhoenix]

As sections between stations get completed will they be energised or will NR wait until the whole route is complete before energising any sections?

 

[Ironside]

As sections between stations get completed will they be energised or will NR wait until the whole route is complete before energising any sections?

I imagine there is no point in electrifying until the new trains are ready and a train route is ready e.g Paddington to Reading.

 

[LNW-GW Joint]

As sections between stations get completed will they be energised or will NR wait until the whole route is complete before energising any sections?

Power for the eastern end of the GW route will be coming from a grid connection at Didcot.
So it will depend on the construction progress of the grid connection, which will be a big job.
I'm not sure what will happen east of Reading.
At some point the power will be fed from the existing setup for the Heathrow branch.
Maybe Maidenhead (end of original Crossrail route) will be the boundary.
Further west, power will come from a new grid connection at Melksham.

 

[jimm]

I imagine there is no point in electrifying until the new trains are ready and a train route is ready e.g Paddington to Reading.

The railway magazines have mentioned on a number of occasions the intention to use Didcot-Reading for initial GWML testing of IEP at some point, so I would imagine that if that section's wiring is complete than it is likely to be powered up, whether or not the wires east of Reading are ready.

 

[swt_passenger]

I believe that electrification nearly always goes live as soon as it is complete. That has a tendency to keep the copper fairies away...

 

[59CosG95]

Power for the eastern end of the GW route will be coming from a grid connection at Didcot.
So it will depend on the construction progress of the grid connection, which will be a big job.
I'm not sure what will happen east of Reading.
At some point the power will be fed from the existing setup for the Heathrow branch.
Maybe Maidenhead (end of original Crossrail route) will be the boundary.
Further west, power will come from a new grid connection at Melksham.

I recall somewhere on here that the Reading-Didcot section will be energised first, to allow Class 800/801 testing and electric freight flows from Southampton to the North, presumably with 92s.

 

[swt_passenger]

I recall somewhere on here that the Reading-Didcot section will be energised first, to allow Class 800/801 testing and electric freight flows from Southampton to the North, presumably with 92s.

Reading to Didcot on its own cannot allow 92s to run, the wires either side won't be done until much later - especially north of Oxford. Also, I don't actually believe there are any plans to use 92s at all, because the existing DC route beyond Basingstoke hasn't the spare power capacity for them, except perhaps during the night.

 

[LNW-GW Joint]

I recall somewhere on here that the Reading-Didcot section will be energised first, to allow Class 800/801 testing and electric freight flows from Southampton to the North, presumably with 92s.

No chance whatever of electric freight in the short term I'm afraid.
No wires north of Oxford or south of Reading for several years yet, and 92s are not cleared on the SWML 3rd rail and signalling.
In fact even when Acton-North London line is wired I can't think of a freight flow that would use the GWML before perhaps the wires reach Wentloog near Cardiff (if they do).

 

[HowardGWR]

Surely the use of electric engines on goods trains is the least of concerns to Mr Hallgate at present?

 

[LNW-GW Joint]

For anyone not keeping track of the overall remodelling the Up and Down Mains over the flyover should be in use this Sunday morning, 4th Jan.

Seemingly all going well?
Actual times at Reading High Level Jn now showing on realtimetrains.

 

[mr_moo]

I went over it this morning. It looked good, rode well and was quite impressive!
Well done to all the Reading project team!

 

[ChiefPlanner]

I went over it this morning. It looked good, rode well and was quite impressive!
Well done to all the Reading project team!

Very well done - especially as there were numerous track workers out on Saturday doing the finishing works , in the most awful wet and cold conditions.

Not sure I buy this electric freight message quite yet - during a work day at Northampton last Autumn - observation of the 4 freight movements an hour gave an electric traction rate of less than 25%. (with much of this traffic coming off North Thameside and the Ipswich complex)

 

[D1009]

Seemingly all going well?
Actual times at Reading High Level Jn now showing on realtimetrains.

Seemingly at the expense of all other intermediate locations between Reading and Didcot.

 

[LNW-GW Joint]

More rivet-counting from an occasional traveller from Oxford to Paddington and back today:

- mast foundations have started to appear between Oxford and Didcot. I counted about 20 bases between Kennington Jn and Radley.
They reappear approaching Didcot North Jn and extend round the avoiding line (28 done), plus a few on the curve into the station.

- 141 masts up between Moreton and Tilehurst. 28 of these, between Pangbourne and Tilehurst, had portals attached.
The lattice portals look quite elegant to my eye. Let's hope the locals agree.
Not having enough fingers, toes and eyes I couldn't be exact about the number of bases, but the great majority of them are in - although there are still gaps.
On this 20km stretch I reckon there should be 300 structures. On that basis 47% of the masts are up and 9% of the portals.

- mast foundations are installed east of Reading over about 6 miles between the east end of Sonning Cutting and about MP27 east of Ruscombe.
I counted about 15 west of Twyford and 59 to the east.

- east of Maidenhead there are 8 installed bases west of the Thames bridge and 36 to the east, running out around Burnham. There are a few more around Iver.
This is not much more than I counted on 27 October, so not much progress there.

- there is still major electrification work going on in the existing wired area east of Stockley.
This includes Kensal Green (access to North Pole and OOC depots), Acton (freight dive-under) as well as the new airport line.
Plus much work at the west end of Reading station associated with the new lines.

It's difficult to judge how this stacks up against the plan.
There's also the work towards Newbury and west of Didcot to add to the above.

 

[swt_passenger]

- 141 masts up between Moreton and Tilehurst. 28 of these, between Pangbourne and Tilehurst, had portals attached.

Did you notice what I was trying to describe on the previous page about the two different types of upright, i.e. the plain square section for the four track portal, and the (apparently) pre-assembled fittings on the other style to hang the cantilevers off?

Counting the ratio of one to the other might possibly reveal that the vast majority will be four track portals. I was also wondering if as well as track spacing being mentioned as a reason for using separate cantilevers, there are lengths where the mains and reliefs are at significantly different heights?

 

[TheKnightWho]

More rivet-counting from an occasional traveller from Oxford to Paddington and back today:

- mast foundations have started to appear between Oxford and Didcot. I counted about 20 bases between Kennington Jn and Radley.
They reappear approaching Didcot North Jn and extend round the avoiding line (28 done), plus a few on the curve into the station.

- 141 masts up between Moreton and Tilehurst. 28 of these, between Pangbourne and Tilehurst, had portals attached.
The lattice portals look quite elegant to my eye. Let's hope the locals agree.
Not having enough fingers, toes and eyes I couldn't be exact about the number of bases, but the great majority of them are in - although there are still gaps.
On this 20km stretch I reckon there should be 300 structures. On that basis 47% of the masts are up and 9% of the portals.

- mast foundations are installed east of Reading over about 6 miles between the east end of Sonning Cutting and about MP27 east of Ruscombe.
I counted about 15 west of Twyford and 59 to the east.

- east of Maidenhead there are 8 installed bases west of the Thames bridge and 36 to the east, running out around Burnham. There are a few more around Iver.
This is not much more than I counted on 27 October, so not much progress there.

- there is still major electrification work going on in the existing wired area east of Stockley.
This includes Kensal Green (access to North Pole and OOC depots), Acton (freight dive-under) as well as the new airport line.
Plus much work at the west end of Reading station associated with the new lines.

It's difficult to judge how this stacks up against the plan.
There's also the work towards Newbury and west of Didcot to add to the above.

Are things really as behind as everyone is making out, then? I got the impression from people on here that nothing had been done, but it seems like that was perhaps a load of (perhaps wishful) pessimism.

 

[swt_passenger]

Are things really as behind as everyone is making out, then? I got the impression from people on here that nothing had been done, but it seems like that was perhaps a load of (perhaps wishful) pessimism.

I think that's a fair point. The current thread detailing the work in the Liverpool - Manchester area shows how rapid change can happen; a lot of masts can appear in a few weeks, and presumably the achievable progress with the foundations is the only real unknown...

 

[LNW-GW Joint]

Did you notice what I was trying to describe on the previous page about the two different types of upright, i.e. the plain square section for the four track portal, and the (apparently) pre-assembled fittings on the other style to hang the cantilevers off?

Counting the ratio of one to the other might possibly reveal that the vast majority will be four track portals. I was also wondering if as well as track spacing being mentioned as a reason for using separate cantilevers, there are lengths where the mains and reliefs are at significantly different heights?

Well I didn't get a wide enough view to see the totality of the portals' width, just the right/left side depending on direction of travel.
It needs a lineside (or cab!) view really.
It seemed to me they were all likely to be 4-track affairs.
There are a few very odd masts which are essentially an A-frame at trackside.
What they will be carrying I've no idea (signal gantries perhaps?).
Not doing the trip daily it's hard to take it all in in one pass each way!

Are things really as behind as everyone is making out, then? I got the impression from people on here that nothing had been done, but it seems like that was perhaps a load of (perhaps wishful) pessimism.

I refrained from commenting on that as I haven't seen the rest of the project.
But I doubt that the run rate is anything like what it needs to be to get to Bristol Parkway/Oxford/Newbury by Dec 2016 (100 weeks).