Great Western Electrification Progress

[Tom Quinne]

I think the original intention was that the whole triangle Brisrol Parkway/Filton/Patchway would be wired, but that was when there was a hope of electric traction other than the class 80x using it. At the moment the altered trackwork at the exit from Stoke Gifford Yard (FLHH) isn't quite finished, and I'm not sure there are even any piles for the OHLE between Bristol Parkway and Filton.

The only track still OOU at Bristol Parkway is the Stoke Gifford Yard Spur (Filton End).

However there are various Signalling disconnections, no west bound moves from Platform one or DN Goods Loop, and all shunt moves in/out of the yard are via the Avonmouth branch as the GPLs on the BPW Relief are OOU.

We should have got back BL8729A/B (the crossovers on the UP/DN Tunnel) which will permit several new moves by now - the remainder of the Signalling and track works will be delivered with Filton 4 Tracking in Dec 18.

 

[59CosG95]

Some very good shots here on Flickr of the current state of play around Stoke Gifford.
https://flic.kr/p/22Jte3f
https://flic.kr/p/25sx82J
https://flic.kr/p/Hov1G1
https://flic.kr/p/24ahzsc
https://flic.kr/p/22Lo7rs

 

[snowball]

[/quote]

Do we know how far down each branch from BPW will be wired, in advance of the part down to BTM that has been paused / deferred? Thus, the line towards Filton and the one towards Henbury.

Probably a few hundred yards along each route.

 

[gareth950]

Read my thread about the extremely late notice timetable changes announced today (NR will only be releasing amended timetables 2 weeks in advance!) that are going to affect weekday trains between Newport - Cardiff, Cwmbran - Cardiff, and will mean complete bus replacement some weeks on Ebbw Vale - Cardiff, commencing 23rd April and spread over 3 months, here: https://www.railforums.co.uk/thread...ay-tt-changes-on-swml-april-june-2018.162443/

 

[Thatcham Xing]

Not strictly electrification-related, but was in the Bedwyn area today - no sign of any work as yet on extending the turn-back siding, despite this from NR https://twitter.com/networkrailwest/status/973127469787176960 suggesting work would be underway a few weeks ago.

 

[D1009]

However there are various Signalling disconnections, no west bound moves from Platform one or DN Goods Loop, and all shunt moves in/out of the yard are via the Avonmouth branch as the GPLs on the BPW Relief are OOU.

Is that new today? I certainly departed from platform 1 going west on 1V55 yesterday, though I believe there were signalling problems.

 

[jyte]

Not strictly electrification-related, but was in the Bedwyn area today - no sign of any work as yet on extending the turn-back siding, despite this from NR https://twitter.com/networkrailwest/status/973127469787176960 suggesting work would be underway a few weeks ago.

I disagree, I think that statement is ambiguous yes but doesn't suggest an imminent start to the work. Even though it's a small thing, I'd be surprised if it's done this year.

 

[alxndr]

I disagree, I think that statement is ambiguous yes but doesn't suggest an imminent start to the work. Even though it's a small thing, I'd be surprised if it's done this year.

I'd argue that "This week Team Orange are upgrading the railway at #Bedwyn" suggests that some work would have been happening that week.
I was down that way last week and can't say I saw anything obvious, although it was in the dark. There's always the possibility that they could have been scoping the job I suppose.

 

[Thatcham Xing]

Even though it's a small thing, I'd be surprised if it's done this year.

It needs to be if we are to get the promised IET's running the Bedwyn-Paddington semi-fasts from January 2019. The turnback is currently not long enough for a 5-coach train.

There's also a foot crossing right next to the current location of the buffers at the end of the turnback, so that would also need to be moved.

 

[Unclepete]

It needs to be if we are to get the promised IET's running the Bedwyn-Paddington semi-fasts from January 2019. The turnback is currently not long enough for a 5-coach train.

There's also a foot crossing right next to the current location of the buffers at the end of the turnback, so that would also need to be moved.

I was thinking that too. Obviously it will get done during one or more of the blockades, so maybe April. Will try to get a look down that way during the second blockade. I assume the movement of the footpath has received planning permission?

 

[jimm]

I disagree, I think that statement is ambiguous yes but doesn't suggest an imminent start to the work. Even though it's a small thing, I'd be surprised if it's done this year.

Well GWR will have big problems trying to operate the London-Bedwyn service with five-car IETs from next January if it isn't done this year.

There are eight more blockades between Theale and Westbury coming up over the course of this year, including a three-week one in July and August, so there will be plenty of opportunities to get boots on the ground at Bedwyn.

https://www.gwr.com/travel-updates/planned-engineering/newbury2018

 

[Tom Quinne]

Is that new today? I certainly departed from platform 1 going west on 1V55 yesterday, though I believe there were signalling problems.

My apologies I meant eastbound (towards Swindon).

 

[swt_passenger]

It needs to be if we are to get the promised IET's running the Bedwyn-Paddington semi-fasts from January 2019. The turnback is currently not long enough for a 5-coach train.

There's also a foot crossing right next to the current location of the buffers at the end of the turnback, so that would also need to be moved.

The footpath diversion plans were linked a couple of weeks back, in this thread. It is a trivial distance, no more than 10 metres. The siding extension needed is potentially a few metres. IMHO the job could be done in a few days.
Electrification - Bedwyn footpath

... I assume the movement of the footpath has received planning permission?

Yes, as per link via the above linked post and in the earlier discussion - they describe it as an order.

 

[Thatcham Xing]

The footpath diversion plans were linked a couple of weeks back, in this thread.

Ok, missed that, apologies

It is a trivial distance, no more than 10 metres

I was there looking at it yesterday, and hard to gauge how much of an extension is needed (would have been easier to assess if a Turbo had been present in the siding when I was there) but gut feel is indeed that not much is needed.

My original point was that the NR tweet seemed to suggest that work was underway, but from what I could see yesterday it definitely isn't.

 

[reddragon]

The footpath diversion plans were linked a couple of weeks back, in this thread. It is a trivial distance, no more than 10 metres. The siding extension needed is potentially a few metres. IMHO the job could be done in a few days.
Electrification - Bedwyn footpath

There is a culvert & manhole chamber that needs moving / diverting to enable this to happen, hence the larger scale of works needed.

 

[swt_passenger]

There is a culvert & manhole chamber that needs moving / diverting to enable this to happen, hence the larger scale of works needed.

That figures. The law of sod strikes...

 

[HowardGWR]

Just reading up about the Bristol engineering works this weekend and following the links to more detail, there is no mention of installing any mast piles on Filton Bank. I appreciate that BPKW to BRI electrification is paused, but local people will be aware that many residents have had to put up with much piling and soil nails work at night, all the way through Ashley Hill and northwards over many months. Many have been the complaints and the local press has thrived on the subject.

Just imagine when they hear that they will have to go through this again when this part of the project is hopefully resumed in 1919- 24 period, apart from the further disruption and occupations that will take place then. I do wonder if this particular part project has not been very unjustifiably deferred.

 

[Wychwood93]

Just reading up about the Bristol engineering works this weekend and following the links to more detail, there is no mention of installing any mast piles on Filton Bank. I appreciate that PKW to BRI electrification is paused, but local people will be aware that many residents have had to put up with much piling and soil nails work at night, all the way through Ashley Hill and northwards over many months. Many have been the complaints and the local press has thrived on the subject.

Just imagine when they hear that they will have to go through this again when this part of the project is hopefully resumed in 1919- 24 period, apart from the further disruption and occupations that will take place then. I do wonder if this particular part project has not been very unjustifiably deferred.

There must be somebody, somewhere, who has a clue - if the clue is 'it is going to go ahead, later' then put the piles in now - get it done. Makes it easier to do the rest. If the person who has the clue knows it is not going to happen...... well, tell us now ffs.

 

[edwin_m]

May be as simple as saying that the piles are paid for by the the electrification budget and that budget has been cancelled. At least with four tracks available the piles can probably be put in later without disrupting the service.

 

[Thatcham Xing]

There is a culvert & manhole chamber that needs moving / diverting to enable this to happen

Yes, noticed that, it's immediately next to (to the west of) the foot crossing, which is immediately next to the turnback buffers.

 

[Mordac]

Just reading up about the Bristol engineering works this weekend and following the links to more detail, there is no mention of installing any mast piles on Filton Bank. I appreciate that BPKW to BRI electrification is paused, but local people will be aware that many residents have had to put up with much piling and soil nails work at night, all the way through Ashley Hill and northwards over many months. Many have been the complaints and the local press has thrived on the subject.

Just imagine when they hear that they will have to go through this again when this part of the project is hopefully resumed in 1919- 24 period, apart from the further disruption and occupations that will take place then. I do wonder if this particular part project has not been very unjustifiably deferred.

For when Network Rail develops a time machine? At least the electrification costs will be lower.

 

[HowardGWR]

For when Network Rail develops a time machine? At least the electrification costs will be lower.

Yes, it was just a moan on behalf of those poor neighbours. I'll bet there will be extra costs of this separate activity though. What worries me is that the Filton bank will only see four electric trains per hour and then only on two lines of the four, unless there is commitment to bi-mode or further electrification of Bristol metro and regional services. By isolating this stretch for a BCR, it won't look good, especially as they have sunk the cost of bi-moding the class 800 9 car units.

Bumping my own post, I've just seen this hilarious video on ITV web page
http://www.itv.com/news/westcountry...over-easter-for-upgrades-to-1970s-signal-box/

The Signal Panel Box is a system from the 1970s that controls the movements of all trains in the Bristol region.
It is operated by hand. The twist of a knob sends electric signals to the relay room, which then changes signal lights or alters rail tracks outside. The upgrade will replace the control panel with a digital system housed at Didcot Parkway.

The video on that page has the caption
'It may look like something out of a museum'.

What age would you guess is the reporter?

 

[59CosG95]

Any news on progress around Wootton Bassett & Swindon? AIUI, the earth wires are up east of WB, but only on temporary pulleys; has this been rectified?

 

[Peter Sarf]

Am I missing something? Do people on here thing the gap at Steventon will not be wired?

The tracks been lowered and the OLE design changed slightly. All the main steel work is up and some of the SPS. My source suggests there are some slight adjustments required to some of the steel before wiring but by the time of that section being passed for passenger traffic the gap will be wired and passed out with the rest of the Didcot-Swindon section

No, sorry, I completely forgot the fact that the wires will be there - otherwise why lower the rails of course . Mind you it might not be healthy if a raised pantograph went through the dip at full speed.

 

[JN114]

No, sorry, I completely forgot the fact that the wires will be there - otherwise why lower the rails of course . Mind you it might not be healthy if a raised pantograph went through the dip at full speed.

That’s why they’re putting a 60mph speed restriction on...

 

[Peter Sarf]

That’s why they’re putting a 60mph speed restriction on...

Fingers crossed !. Sorry I was not clear - was thinking *if* the driver neglected to slow down. I vaguely recall talk of differential speed limits so a non-electric train could avoid slowing down. Would/could that mean a train with a pantograph fitted and raised would "know" the lower speed limit applied ?.

 

[jyte]

Fingers crossed !. Sorry I was not clear - was thinking *if* the driver neglected to slow down. I vaguely recall talk of differential speed limits so a non-electric train could avoid slowing down. Would/could that mean a train with a pantograph fitted and raised would "know" the lower speed limit applied ?.

I don't know if ATP has the ability to manage differential speed limits. Can anyone shed some light on that?

 

[JN114]

Someone claimed it was EMU60 / 125. Everything I’ve heard about it, albeit it’s only been in informal discussions and rumour - we’ve not had any formal briefing yet - is that it’s a straight 60 to mitigate the exact risk you mention. The subset of trains that can do >60mph on that stretch and trains that aren’t EMUs becomes single-figures-per-day in the coming months with further IET introductions.

I can’t think of a scenario where either of the ATP systems in-use on the mainline have had to cope with differential speeds. Remember it’s only fitted to a very limited set of traction types: CH-ATP to 165-0s, 168-0s/1s/2s, 172-1s(?); GW-ATP to HSTs, 180s, 332s, 360-2s and GW IETs. (Plus a few trial fitments to other types in the past, but KISS). On those lines those types could always run at the same maximum permissible speed; so ATP just had to be set up for those speeds. ATP can enforce certain train-specific speed restrictions (EG 10mph below line speed above 100mph due to brake isolated on 1 axle).

 

[alxndr]

I don't know if ATP has the ability to manage differential speed limits. Can anyone shed some light on that?

The only variation in speed/information given out is route based (i.e. over points or at a junction each route can have a different speed). The beacon would have to be set for the highest permissible speed for any type of traction to avoid slowing those too.

 

[D1009]

Someone claimed it was EMU60 / 125. Everything I’ve heard about it, albeit it’s only been in informal discussions and rumour - we’ve not had any formal briefing yet - is that it’s a straight 60 to mitigate the exact risk you mention. The subset of trains that can do >60mph on that stretch and trains that aren’t EMUs becomes single-figures-per-day in the coming months with further IET introductions).

You wouldn't want to unnecessarily slow down a Freightliner doing 75, though I suppose not many of them run through that area on clear signals.