Resignalling South west route, Wilton to Exeter.

[72C]

I understand that NR will be modernising the signaling Wilton to Exeter incorporating it into Basingstoke Panel. Salisbury will remain for while, no time scale suggested.

Can anybody tell me more?

 

[swt_passenger]

I believe it is going to be fully TCB with detection by Axle counters. Recontrol within Basingstoke New ASC, but it's been suggested elsewhere it will be a completely separate panel or workstation.

There's a short NR press release here:

http://www.networkrailmediacentre.c...SALISBURY-EXETER-170c/SearchCategoryID-7.aspx

and a relevant Network Change notification here:

http://www.networkrail.co.uk/browse...ing renewal/a ncg12010wes006 notification.pdf

Not much technical stuff online though, unfortunately.

 

[72C]

Hi swt_passenger.

Thanks for your reply. I guess this spells the end of the boxes at Gillingham to Honiton? Best up- date my photos.

 

[PhilipW]

There is a short article as well in the new edition of 'Rail' magazine.

One thing not mentioned but I do hope does happen is that Network place the new signals and cables in such a manner that any future double tracking will be easy to do.

I understand that in any double tracking project a large proportion of the cost (25-35%) is to do with signalling. Although there are no plans to redouble further stretches at the moment, I can see it being proposed at some point in the future. It would be good if Network Rail had already taken this into account with this year's work, which would keep down the future redoubling costs.

I live in hope.

 

[The Planner]

Unless it is in a RUS to contemplate doubling in the future, then don't hold your hopes up that it will be future proofed....

 

[swt_passenger]

Unless it is in a RUS to contemplate doubling in the future, then don't hold your hopes up that it will be future proofed....

They could still try and avoid locating stuff like new cable troughs and location boxes in the path of the missing track though - that shouldn't add to costs.

Sometimes when lines have been singled they seem to have intentionally installed equipment where it will cause the most problems for future redoubling...

 

[PhilipW]

Unless it is in a RUS to contemplate doubling in the future, then don't hold your hopes up that it will be future proofed....

Oh dear, what I thought.

Even though there are no redoubling plans at the moment, it really doesn't take that many brain cells to know that it would be a good idea to think about futureproofing when redoing signalling systems.

 

[lancastrian]

I would love to see them either redouble the line between Salisbury and Exeter, or at least put in some decent dynamic loops. This will enable them with this resignalling to increase the service and to reopen a few needed stations. The two that imeadiately come to mind are Wilton, with platforms on both the Exeter and Westbury lines and Chard Junction (Parkway). With the extra station/s being planned at the exeter end of the line, the increased capacity will also enable increased usage. Which has to be good.

 

[72C]

I've since heard that signalling will be designed to accommodate doubletrack. Hope it's true.

 

[damo2804]

I too would love to see double track return. To me and the majority of people who live along the route it is just common sense.

Major infrastructure works would be needed though:
1) At least 3 bridges have been replaced with single line structures (Honiton and Templecombe) not to mention the M5 overbridge at exeter which has been built wide enough for one track only as has the A35 overbridge on Honiton bank.

2) Stations have had platforms extended across the former formation (Crewkerne & Whimple) which would need cutting back and in addition 2nd platforms built capable of handling the Class 159's (or 444's if electrified in the future) would be needed at Tisbury, Yeovil Junction, Crewkerne, Feniton and Whimple.

3) 7 level crossings (I think) need reconstructing to allow for double track as AHB's have been built on the formation on at least one side of the track.

4)Track re-alignment would also be need along most of the route as it has been slewed to take the fastest alignment.

Alot of work to do but these are surmountable problems as seen with the construction of the Axminster dynamic loop, where everything listed above was done on a smaller scale.

The sooner the track is returned a double track mainline the better.

 

[Zoe]

I think there is an issue at Tisbury with reinstating the second platform as the land has been sold. I do remember back in 2000 when long 20 year franchises were planned with TOCs allowed freedom to invest, Stagecoach were talking about wanting the double track reinstated. This was before Hatfield though and the changes to the industry that resulted.

 

[damo2804]

I've since heard that signalling will be designed to accommodate doubletrack. Hope it's true.

New signal cabinets are appearing near where I live and guess where they are putting them...on the disused down formation. So much for not impeding future redoubling. I guess it was too much to hope that Network Rail would actualy use some foresight for once.

 

[moggie]

If cable route and equipment cabinets are to be placed is such a way as to allow future redoubling there is the added expense today of building retaining walls or steel platforms to ensure the cabinets are on a firm footing for the staff that will access them (H&S and all that). Similar factors wrt the stability of the cable route to prevent the cable from holding up the route or becoming buried by minor landslips.

If both can be placed on a flat stable surface then it will be far cheeper for the current project to do so.

Sad, short term thinking but a fact of life in todays project environment unless NR have specifically instructed the contractor to keep the former trackbed clear of obstruction and have underwritten the additional costs resulting.