Great Western Coffee Shop

Network Rail have reported start of the work, full info at:

http://www.networkrailmediacentre.co.uk/Content/Detail.asp?ReleaseID=4120&NewsAreaID=2&SearchCategoryID=7 (http://www.networkrailmediacentre.co.uk/Content/Detail.asp?ReleaseID=4120&NewsAreaID=2&SearchCategoryID=7)

Work has started on the ^20m project to double the track at Axminster
on the Waterloo - Exeter line. Engineers have started clearing three
miles of railway land to make way for the new track.

Work includes:
- Redoubling 1.5miles of track on either side of Axminster station to
create a passing loop
- Improving Axminster station with a new platform, a new footbridge
and lifts
- Strengthening seven bridges and 20 culverts along the route
- Renewing signal equipment by installing 12 new signals, replacing
three miles of signal cables and modernising the signaling panel at
Chard signal box

Paul

great news!

Just a shame they aren't putting in a new station at Chard Junction loop while they're at it.

Seconded.  The powers that be need carpeting for that omission.

Good news - I hope they take it further and double the whole route in time

Just to clarify are they doing 1.5 miles either side of the station i.e. 3 miles in total or just 1.5 miles in total with the station in the middle?

I think it's either side of the station, With the suggested the extra signals it should be possible to get at least two possibly 3 trains on each loop. One waitng to enter next single line, one in station, possibly one entering loop on each line.

Or am I being too optimistic.Will it be one train in each loop at a time?

A poster in the SWT yahoo group confirmed the CE trains are delivering to a worksite at 'Axminster Loop 143m 20ch to 146m 13ch', with the station at 144m 41ch, and that is basically the stretch between the two River Axe crossings.

Paul

tres bien! 'scuse my french!  :)

Just a bit too optimistic. It's basically a glorified passing loop, but the recent trend is to make them a bit longer than just a loop in the station, and quite right too. That way, there's a bit more margin for error and hopefully less hanging around if one train is slightly late.

Another recent example is at Merthyr Vale.

It is great news and although I share previous posters' regret that, for the time being, there is no reinstatement of Chard Junction, I am a great believer in encouraging every little step. If greater capacity leads to greater patronage, the impetus for further upgrades will be there.
 

im sorry i dont understand..... why does chard junction need to be reinstated i admit it would be loverly from an enfusiasts point of view however how many people would this actually benifit?

Because if you are one of the 12,000 people who live in Chard, just three miles away, it would be a lot more convenient to catch a train there than have to get to Axminster (7.5 miles) or Crewkerne (nine miles) especially when trains stand in the loop at Chard Junction for several minutes anyway waiting for a service going the other way to cross them. They could be dropping off and picking up passengers while doing so!

But the trains won't now necessarily cross at Chard?  A longer loop that went all the way to Chard was a proposal at one time but this would have required the level crossings at Broom and Axe to be upgraded as well.  As to custom for a re-opened Chard junction, I'm not sure, I think a lot of people from Chard use Taunton as the range of services/destinations is better from there.

Oh well another case of spoiling the ship for a ha'pth of tar. With 1.5 miles either side of the station you would think it wouldn't cost too much (although the "boiling frogs" syndrome seems to make everything vastly expensive)  to have two sections. One on either end of the loop for trains to wait to enter the single lines and one with a signal at the end of the platforms at Axminister to allow a second train to wait in the station.

so there are going to be two platforms again?

Yes, you can get to the Midlands and the North from Taunton as well, but are you really going to make a 30-minute or so drive to catch a train to London if you could get one five minutes away? And if you're going west, it's still going to be quicker with a change at Exeter (once SWT stops running further west).

If the idea is to get people out of cars and on to trains, something all the politicians agree on, if we're to believe them, then you need to make trains as easily accessible as possible. Ignoring places the size of Chard isn't going to help achieve that.

would shute be able to deal with the influx of people that this could generate?

Are you thinking of Seaton Junction?

Shute Shelve was a tunnel on the old Strawberry Line, as it headed out of Winscombe towards Cheddar. I used to live next to it, and played in the tunnel as a boy (only after it closed, obviously - the first two years I was there we still had goods trains trundling through)

Not sure of the relevance of that, but I saw "Shute" mentioned and went off on a reminiscence...

rolls eyes seaton junction was in shute

As Chard was my  home town, I've been trying to ignore it for Years  :)   Where do you draw the line with number of stops against overall end to end time though?  If the trains will not cross at Chard in the new timetable then the overall timetable will suffer if extra stops are added.   Of course re-doubling would go some way to solving the problem!

Both lines will be fully reversible with 3 aspect signals and more than one train can be in the loop at one time.  Technically  it will be possible to have 6 trains in the loop waiting plus one on the single line either side although I doubt this will ever happen!

That's good to hear, although I am not sure that you could have six trains in the loops and one on the single line either side unless the ones on the single line were going away from the loop. If they were coming towards  the loop you would have an impasse, but otherwise it sounds excellent and should smooth out the service.

I'm delighted this is happening at last. While the line probably needed economies back in the 60s, I suspect a lot of politics meant it was pruned more severely than was necessary. What it could really do with now along with this loop is an extension of the Tisbury loop to the east, as nearly everything has to stop here. As it's not possible to extend the loop into the station (sold off land), it might be possible to extend it east so this can also be a dynamic loop. Another place which could do with a loop is Crewkerne - the platform's in situ and I read once (not sure if it's true though) that Chard Junc - Yeovil Junc is the 4th longest stretch of 'pure' single line in the country. Given that it's on NR maps as a principal route, that's absolutely ridiculous!

just a quick update on this... ok this line is swt not fgw but remember that it is used for paddington diverts and this will improve things

work is now underway on clearing the trackbed, the second platform and the carpark

(http://www.flickr.com/photos/relex109/3554115107/)
(http://farm4.static.flickr.com/3619/3554115107_4022deb081.jpg?v=0)
(http://www.flickr.com/photos/relex109/3554919158/)
(http://farm4.static.flickr.com/3559/3554919158_870294f4e9.jpg?v=0)
(http://www.flickr.com/photos/relex109/3554927110/)
(http://farm4.static.flickr.com/3650/3554927110_8b9ec85b41.jpg?v=0)
(http://www.flickr.com/photos/relex109/3554932478/)
(http://farm4.static.flickr.com/3636/3554932478_2e7e84c062.jpg?v=0)

Doesn't exactly seem a hive of activity after 3 1/2 months, does it?

there was alot of head scratchin, spanner tapping and then sod it power up the circular saw have to say wasn't impressed with lineside safty compliance ok it's within a station but no horn on aproach no standing back or arms up, subcontractors.....

The GRIP process turns very slowly, once the project is approved by the sponsor (that is usually internal to Network Rail they manage the budget on behalf or the funders DfT local authority etc) the engineers can set too to produce the detailed design based on the outline design produce in earlier GRIP stages. 

Once the detailed design has been approved the work can then go out to tender or released for internal NR staff to start work.  The tender stage can take time down to competitive tender, the successful principle works contractor may have to produce "for construction designs" or if the NR "detailed design" was only an "A" design the contractor will have to produce a "B" design and then the for construction issue usually not a lot of difference.  Then there is all the safety and environmental documentation to produce and get signed off by NR.  Work my not be allowed to start in times like bird nesting.  There are materials and equipment to order, some equipment like signaling my have a lead time of several months, you can not just go to B & Q and buy it off the shelf.

As for the working practices in relex 109 post there does seem a lack of fencing to produce a safe work site, however I am not sure how busy the line is but on quiet rural lines it is easy to obtain a T12 or even a T2H (railway techie terms T12 is a possession of the line given to engineering staff by the signaler, the signaler places the signals controlling the line to danger place a reminder device on the signal controls / leavers and issue the Controller of Site Safety authority to work, T2H requires a and signaler to be place at signals the hand signaler displays a red hand signal and places dets on the line they have to seek to authority of the signaler to allow a train to proceed past them) So it is diffcult to see from the photos what their safe syatem of work is I am sure they will have one as NR is quite hot on ensuring the rule book is followed

The safety there is dubious, ive seen people working on the front of that green box with the doors open at about 11am, and when a train comes someone or 2 people stand in from of the box holding the doors open so that they dont hit the train, leaving a small gap between them and train...

And as soon as a train goes theyre back on the job so i doubt possession is given. Theres a train about every 2 hours each way, but hourly from about 6-10 in the evening.

does anyone have information on the loop that was proposed at whimple? seems to have gone silent

I think to cut a long story short, it is only required if or when the new town at Cranbrook goes ahead, and gets its new station as part of the S.106 agreement, but as is usual in these schemes the station may only required once a certain number of houses are built.  The loop will then allow for an enhanced service.

But is the new town still going ahead in the recession, or is it on the furthest back burner...

Paul

It is also dependent on the line speed, line speed determines the distance staff and equipment need to be from the line when a train passes.  Looking at the photo of the Locs (green boxes) I would have expected fencing (blue netlon or vortox) or a look Out / Site Warden while working in the track side of the locs the rear side is ok as the loc forms the fence.  The other area where the machines are working I would have expected a fenced working area to form what is called a fence green zone.

It is difficult to see from the few photos and no knowledge of the local area to work out exactly what the safe system of work has been established

As I

not sure of line speed but all trains stop here, at the two sites ( one within platform area and the other just past towards exeter) it is the team within the platform.. when the train is there they could spread there arms touch the platform with one and the train with the other

Also, if a driver feels that the safety of lineside workers is being in any way compromised they will report it straight to Network Rail, so even if trains are only going through occasionally. If there were serious compromises being made, chances are they'd have been reported. The last thing a driver wants is to splat anyone in a HV vest!

was up there yesterday big changes... not sure if they can be classed as good?

(http://www.flickr.com/photos/relex109/3704851919/)
(http://farm3.static.flickr.com/2628/3704851919_3b68d952e6.jpg?v=0)

(http://www.flickr.com/photos/relex109/3705657234/in/photostream/)
(http://farm4.static.flickr.com/3446/3705657234_55d114647b.jpg?v=0)

Interesting to compare the photos from a few months ago. No wonder these projects are so expensive - we couldn't possibly reuse the old platform and retaining wall could we, when we can demolish it all and start again from scratch.  (A similar thing is happening for the new platform at Severn Tunnel Junction.)

A few thoughts.

It maybe that the old platform edge would be out-of-gauge in relation to the new track alingment with the new standards so would have to be cut back in any case. Secondly it could be that after many years out of use with no maintenance the structure has deteriorated so cannot be be bought back into use without extensive repairs, in which case it's probably quicker and cheaper to renew.

Many years ago I seem to be recall being told that old disused platfroms edges were cut back because by doing this BR saved on rates. Never did verify its truth. It could be why places like Maidenhead Down Main and many other out of use plaforms were cut back. Whether it still applies I don't know. Axminister and Severn Tunnel platforms seem not to have been cut back.

Building new and not using the old platform structure possibly has a lot to do with gage and alignment, also there is a requirement now if a new platform is opened DDA Act applies for things like step free access and ease of access to trains.

Also the old platform was how old? just think Axminster is getting a new structure built wth a life expectancy of a min 60 years before any major maintenance is done to it

I was in Axminster today, and asked the brickies why the old platform edge wasn't usable. Straightforward answer is, the current gauging clearances needed it moved back 300mm.

Makes sense if you consider that when it was last built, the typical rolling stock was probably 60 ft carriages. Also, if they are being sensible, new work on the route ought to be good for the 26m carriages of IEP?

Edit: couple of mobile phots (as attachments):

Paul 

(http://www.flickr.com/photos/relex109/3871128320/)

(http://farm3.static.flickr.com/2495/3871128320_68d9d77902.jpg)

works started on the bridge.... looks like a big one! taller than the station

Presumably the lift towers make it so tall.

Also all new structures are built standard for OHLE clearance.

ahh makes sence! mind you were looking at way into the future arnt we

Definitely, but I think the viewpoint might possibly exaggerate the eventual height of the bridge deck.  The left hand tower shows the relative dimensions. The footbridge floor is about half the overall height, the framework for the bridge 'landing' is in front of the lift tower on the down side view. You can make out the doorway opening into the lift shaft frame, the top of the door is about level with the top of the cherry picker to the left.  I'd imagine the lift towers will be about a metre above the bridge top...

Interesting that the up side steps will head off in the down direction, so most pax will end up half way down the platform - hopefully the 3 car stop marker will be positioned to account for that?

Quite a lot of steelwork assembly done over the last 10 days or so then, I was last there a week past Saturday. Was surprised to see that all the original cable troughing (and cable) had been neatly laid along the new platform blockwork, I guess the new lineside cable route will be (as shown here) round the back of the platform...

Paul

its not happening but there was talk of the old bay platform coming back for exeter- ax services

God help you if Network Rail are building a new footbridge.

It took OVER A YEAR for the Kidderminster footbridge and lifts to be built.

Yes, confirmed will not happen in the new RUS published today. Required too many additional layout changes between Exeter and Axminster OR an additional bay platform at Exeter.

Paul

You can't tar all contractors with the same brush though. Fratton and Fareham took about 6 months. Looking at the progress at Axminster I reckon it'll be ready on time barring any unexpected crises. They also have an advantage in working outside the 'live' platform area, and the bridge itself will probably be craned straight in once assembled in the work area. The lifts themselves seem a standard design, and the lift firm seem to be pretty quick with their stuff from what I've seen...

Paul

The new St Austell bridge seems to be going very slowly as well...

Bridge building requires quite a few possessions to crane the bits in place, depending on the planned T3 and other works sometimes these seem to take a long time but are actually on program

To be fair, much of the delay was due to EU rules and red tape (i.e. not needed).

The other delay was the fitting of the wrong glass to the bridge which meant that drivers were dazzled by the sun at certain times!

That's because the money ran out, might happen next year.. maybe

After 42 years absence, double track has finally re-appeared at Axminster.   ;D ;D ;D ;D ;D ;D ;D ;D ;D ;D

http://www.flickr.com/photos/42969336@N06/3958793703/ (http://www.flickr.com/photos/42969336@N06/3958793703/)

http://www.flickr.com/photos/42969336@N06/3959563432/ (http://www.flickr.com/photos/42969336@N06/3959563432/)


Photos taken this morning.

you beat me to these shots i been away saturday and busy today but it looks great doesnt it thankyou for sharing

Looks good, and different ;D

Unfortunately they have had to demolish part of the new platform as when the track went in the edge was 320mm too close! :(
Hope this doesn't delay things too much.

The footbridge and new platform are both in place now. I don't have any pictures but it looks like everything will be in place on time. Hopefully.

The bridge itself has been up for a few weeks, but neither of the stair sections had been fitted when I was there last Monday.  Likewise the platform edging slabs were 99% complete, did you notice if they had started surfacing the platforms at all yet? 

The blokes on site also mentioned that the tamper, which was sitting next to the down end of the up platform, was knackered - did it look as if they have got any further with the track finishing work?  I think one of the more involved jobs still to do on the track was to cut and slew the existing track about a mile north of the station, the newly laid track switches from the up to the down side there, IYSWIM...

Paul

Anyone know who is doing the signalling install?

Just fishing for some work due to redundancy

cheers

Isn't it all finished by this weekend?

I think they are running behind schedule.

MGB

24 hour delay now admitted to on National Rail enquiries:


Paul

Hopefully its finished in time for Saturday, for the last ever South West Trains services west of Exeter!

All finished now according to NRE

But not for long. Many delays earlier, and just watched 'signalling problems at Axminster until 1130' change to 'until 1400'...

Paul

BBC Radio Somerset Traffic was reporting "single file trains" around 5pm today  :D

NRES reporting incident cleared now (updated as of 2114)

http://www.nationalrail.co.uk/service_disruptions/cleared.html (http://www.nationalrail.co.uk/service_disruptions/cleared.html)

Edit: that link will have died by now of course...

But if you scroll down it also shows it was fixed at 0845 this morning as well...

Don't think I'll risk a trip down there just to check just yet

Paul

Still single line working through Axminister on 10/12 at 15:00. Late running London trian.

Intersting watching train leave and SPAD a red signal.

Axminster layout to be 'right hand running'

Took a (delayed) trip down to Axminster today, and noticed in amongst all the
new signage directions 'over the footbridge for Exeter and the West'.

Thought this might be a mistake, so given the number of SWT managers about I
thought I'd get the facts. What they've worked out is that the curves
approaching from the north and south of the new layout make it easier to have a
fast approach (ie at the 85mph line speed) into what are logically the wrong
platforms - and the slower routes through the points will be used by departing
trains as they accelerate away from their station calls.

There will be the odd down trains that will use the current platform at start
and end of service, but during most of the day when trains cross at Axminster,
they will be in what would normally considered the wrong platforms, IYSWIM.
Hopefully the PIS and announcements will be clear about this...

Paul

Will probably head down to Axminster tomorrow, before travelling on the 1730 Honiton - Paignton, the final ever SWT service west of Exeter.

That is of course if the delays aren't as bad as today!

The new signalling was commissioned at 2040 hours on Friday evening 11 December 2009.  The reversible signals have not been commissioned yet due to some outstanding technical issues.

Explains why a pilotman was required from Honiton in the up direction, yet the down signals were working!

A picture of a nearly finished Axminster today

(http://i93.photobucket.com/albums/l50/liamy_2006/axminster.jpg)

Thanks for the picture, devon_metro - looks great!

The footbridge looks rather over-engineered for a rural station. We'll have to get used to that though with accessibility being required with any changes to existing facilities.

Unfortunately the lifts are still broken, however it seemed like a fairly simple metal structure.

News item from SWT website about the new timetable on the West of England line
http://www.southwesttrains.co.uk/westofenglandline.aspx

they just need to serve hot food then they get 10/10 from me

I liked this bit:


Some people seem to reckon it is all doom and gloom on the line and the new service is no big deal, but if that statement is true (and I've no reason to doubt it) it should be applauded.

One of the regulars in uk.railway, who has timetables going back donkey's years, reckons the current times (with far more stops) also compare very well with the so called expresses of years ago, which only ran once or twice a day...

Paul

In 1970 there were 7 services from Waterloo to Exeter taking around 3 hrs 50 mins. Beyond Salisbury was only every 2 hourly throughout the day, compared with half hourly now in the evening peak as far as Yeovil.

During steam days (up to September 1964), there were 5 through weekday services between Waterloo and Exeter, the fastest being the 11am Atlantic Coast Express (2 hours 56 minutes in 1961) with two stops at Salisbury and Sidmouth Junction and through coaches to Plymouth, North Devon and North Cornwall.

The following timings are for the Warship hauled semi-fast services between London and Exeter Central (the Warships replaced the Bulleids on West of England services in September 1964 with the regular interval semi-fasts starting in June 1965 and the line being singled in 1967):

Fastest timings (Waterloo - Exeter Central):

1965: 3h39m (9 stops) by the 1300 from Waterloo
1967: 3h47m (11 stops) by the 0620 from Exeter Central
3h40m (6 stops) by the 1000 Summer Saturdays from Waterloo
1968: 3h23m (8 stops) by the 0910 from Waterloo
3h07m (6 stops) by the 1110 Summer Saturdays from Exeter Central

(Many thanks to the gentlemen who took the trouble to research this information)

By comparison, the new hourly timetable provides 14 through trains a day with a fastest run of 3h15m between Waterloo and Exeter Central (15 intermediate stops), a much better through service for most stations than in steam days.

Local Newspaper completely misses the point:

http://www.thisisexeter.co.uk/business/Trains-hourly-city-Waterloo-peak-times/article-1611641-detail/article.html (http://www.thisisexeter.co.uk/business/Trains-hourly-city-Waterloo-peak-times/article-1611641-detail/article.html)

Headline "Trains hourly from city to Waterloo at peak times"

Paul

Express & Echo... enough said  ;)

This wonderful publication is often referred to as the 'Express & Error' - with good reason!

I emailed them, and the 'web editor' replied quickly, saying she'd try and find out who wrote the article. ???  That was about 24 hrs ago...

Paul

seems to be alot of delays since the service started running... only 10 mins here or there but it seems to be at the loop

OTOH I've checked LDBs on and off all week, and the only major delays so far corresponded to major disruption at Exeter, affecting all services.

Paul