Wokingham station - improvements, resignalling and siding - merged posts

[whole diary]

[IndustryInsider]

The final signal before the crossing is down on the right, an old one, and what's that inverted triangle beyond it? It looks like the back of a warning sign, perhaps for marauding leaves. Is anything else that shape?

That's a warning board for the PSR^▸ (Permanent Speed Restriction) of 30mph that applies through Wokingham station.  You can just about make out the AWS^▸ (Automatic Warning System - an arrangement of permanent magnets and electro-magnets that convey information about the associated signal to the train driver) magnet beyond it, which of course you don't get with adhesion warning boards.  Here's one from the other side (but not that one!): https://railsimroutes.net/driversguide/images/psr_warn_2.jpg

[stuving]

The final signal before the crossing is down on the right, an old one, and what's that inverted triangle beyond it? It looks like the back of a warning sign, perhaps for marauding leaves. Is anything else that shape?

That's a warning board for the PSR^▸ (Permanent Speed Restriction) of 30mph that applies through Wokingham station.  You can just about make out the AWS^▸ (Automatic Warning System - an arrangement of permanent magnets and electro-magnets that convey information about the associated signal to the train driver) magnet beyond it, which of course you don't get with adhesion warning boards.  Here's one from the other side (but not that one!): https://railsimroutes.net/driversguide/images/psr_warn_2.jpg

That does make sense, even if most drivers have slowed down well before they get there. Having found out that the warning is meant to be about 1 km in advance for a 70-30 speed reduction, my initial reaction was "that sign can't be far enough away". But it can! For one thing the viewpoint on the footbridge is 220 m from the PSR change, and then a bit of zoom and foreshortening does the rest. The signal in the distance showing a green aspect is 1.7 km from the footbridge, so the warning sign is indeed 780 m away.

One bit of signalling that's already gone in at the station is new AWS magnets - pretty green ones. But today, there's a striking absence of any work being done, and no road closure over the crossing. And I have found no source of information on this.

[paul7575]

One bit of signalling that's already gone in at the station is new AWS^▸ (Automatic Warning System - an arrangement of permanent magnets and electro-magnets that convey information about the associated signal to the train driver) magnets - pretty green ones. But today, there's a striking absence of any work being done, and no road closure over the crossing. And I have found no source of information on this.

IIRC^▸ (if I recall/remember/read correctly) green AWS magnets are the version used in DC^▸ (Direct Current) third rail traction areas. I think they’re stronger than the yellow versions used elsewhere?

[stuving]

One bit of signalling that's already gone in at the station is new AWS^▸ (Automatic Warning System - an arrangement of permanent magnets and electro-magnets that convey information about the associated signal to the train driver) magnets - pretty green ones. But today, there's a striking absence of any work being done, and no road closure over the crossing. And I have found no source of information on this.

IIRC^▸ (if I recall/remember/read correctly) green AWS magnets are the version used in DC^▸ (Direct Current) third rail traction areas. I think they’re stronger than the yellow versions used elsewhere?

That's right. The field strength as specified is not much higher, but is sensed higher up (193 mm vs 150* mm). So two receivers, or a dual one, are needed for trains running in both DC and non-dc areas. The old ones that have just been replaced would also have been high strength ones, just not colour coded like these new Vortok ones. 

*PS: the two heights were 193 mm and 115 mm, but since 2012 both receiver types are specified at a range of heights. The traction-related fields to be ignored are not specified numerically.

[stuving]

But today, there's a striking absence of any work being done, and no road closure over the crossing. And I have found no source of information on this.

There is work on the station platform, and at the junction, though it's not the major level crossing work that was "promised". And the change of plan is in the EAS, which has a change date of 2/2/23. I guess this will now have to happen later:

WOKINGHAM LC^▸ (Level Crossing) WILL BE CLOSED TO ROAD
TRAFFIC FROM 0200 TO 0600 MONDAY AND 2200
FRIDAY TO 0400 SATURDAY

STAR LANE LC WILL BE CLOSED TO ROAD
TRAFFIC FROM 2300 SUNDAY 12TH TO 2200
FRIDAY 17TH

NR^» (Network Rail - home page) and WBC have been confusing people by the way they declare road closure times. This was the case for the second of the roadside sign9 above), and for the Star Lane crossing closure (from the WBC travel Facebook listing):

The closure will be in place on Star Lane level crossing from 12 – 17 February, 11pm – 10pm. This is to allow Network Rail to carry out Transport Authority works at level crossing.

The wording is NR's, I think, where someone seems to think those mean the same thing!
But it leads to the question:

11pm-10pm?
So it’s open for an hour a day?
Or is that 10am?
If the latter, they’ve got it closed at rush hour during the week the railway isn’t running trains, so car usage will be even higher than normal.

[stuving]

The NR^» (Network Rail - home page) page "Feltham and Wokingham re-signalling programme" has had a new bit dropped into it, that says:

Saturday 10 to Sunday 18 February – Reading to Bracknell and Guildford

In February 2024 engineers will work around the clock during a 9-day closure to turn on signals we previously installed in the Wokingham area. The closure extends from Reading to Ascot on Sunday 11, Saturday 17 and Sunday 18 February and from Guildford to Aldershot on Sunday 18 February.
Information about rail replacement buses

    Saturday 10 February –  buses running from Reading to Bracknell and Guildford.
    Sunday 11 February –  buses running from Reading to Ascot and Guildford.
    Monday 12 to Friday 16 February – buses running from Reading to Bracknell and Guildford.
    Saturday 17 February (before 19:30) – buses running from Reading to Bracknell and Guildford.
    Saturday 17 February (after 19:30) – buses running from Reading to Ascot and Guildford.
    Sunday 18 February – buses running from Reading to Ascot and Guildford Buses running from Aldershot to Guildford.

So the end is indeed nigh for my local signallers. Elsewhere, level crossings have been switched to CCTV^▸ (Closed Circuit Tele Vision) control from the ROC^▸ (Rail Operating Centre - a centralised location for railway signalling and train control operations for a specific route or region) before the signals are switched over, but I haven't seen anything about that here. Nor have I seen any OD sensors (radar/IR), which I think are still part of the plan. It may be that this last one is being done at the same time as everything else.

[bobm]

More details of the replacement services from GWR^▸ (Great Western Railway) here - https://www.gwr.com/-/media/gwr-sc-website/files/travel-information/travel-updates/planned-engineering/2023/Rail-improvement-work-on-the-North-Downs-line-Saturday-10-to-Sunday-18-February-2024.pdf

[CyclingSid]

and presumably Reading to Guilford, if they are closing the station level crossing

https://www.bbc.co.uk/news/uk-england-berkshire-68073195

Don't understand the two level crossings at Wokingham station, or Star Lane. Not sure the second image has any direct relevance to the story headline.

[stuving]

and presumably Reading to Guilford, if they are closing the station level crossing

https://www.bbc.co.uk/news/uk-england-berkshire-68073195

Don't understand the two level crossings at Wokingham station, or Star Lane. Not sure the second image has any direct relevance to the story headline.

The second picture is lifted from NR^» (Network Rail - home page)'s web page on the Feltham and Wokingham Resignalling project, and the area it shows was done in phase 1. So it is relevant to the reason for the closures and bustitutes.

Quite what original text was mangled so as to double the number of crossings is not at all clear. And it does not help to talk about closing a level crossing and give two different date ranges (for the station one). The road at the crossing is indeed closing this weekend, but the trains keep running for another two weeks before the railway closes as well for nine days. It's easy to get confused if those two types of closure are not distinguished clearly.

I guess they are removing the old crossing in its entirety to build a new one, within the time available between trains, so it takes a long time. But it's hard to see that's not possible within the same nine days as all the signals per se. Curing time for concrete plinths?

PS: the main thread for this resignalling is on the SWR^» (South Western Railway - about) board.

[oxviem]

My understanding is Wokingham box controls(ed) two level crossings - one immediately by the station and one further away via CCTV^▸ (Closed Circuit Tele Vision). So perhaps the number reflects the numbers that are controlled by the signaling boxes being lost rather than their specific locations

Though given these are by the station and Star Lane - perhaps someone has confused the number of carriageways/track crossed to the number of level crossings.

[stuving]

As expected, the heavy mob turned up to start work last weekend, at midnight on Friday. Since then they've been ripping out the old crossing stuff, and digging - still more - holes to fill with concrete. There was also some work being done on the track at the junction, though there can't be a lot they could do then since it's still in use until next weekend. Most of the work has been beside the track, but fenced off.

NR^» (Network Rail - home page) were lucky enough to find a dormant building site next door, and borrowed it for storing things. Big things, such as at least five big RRVs^▸ (Road Rail Vehicle), most of then the caterpillar ones (ORRVs?). And on a couple of nights, with no work going, a low loader has turned up to remove or deliver one of those.

There is a picture put on line by NR of a crossing crossing the crossing, which is a bit of a puzzle. It's not been installed, indeed the junction replacement can't logically be done until the 9-day blockade. So where have they hidden it? Most likely on a bit of spare land at the junction, which I can't currently look at as the footbridge (Tan Hill) has been demolished.

And last night a couple of big trains turned up after midnight, and something noisy ensued. Today you could see that a bit of track has been ripped up, - though it will have to be be replaced by Monday. Closer examination shows this is the entrance to the siding. This is out of use for the duration, so a new switch can be put in with no signalling system to work it.

And the signallers have announced their departure.

[GBM]

And the signallers have announced their departure.

Which control centre now works Wokingham please?
Great pictures, thank you

[stuving]

And the signallers have announced their departure.

Which control centre now works Wokingham please?
Great pictures, thank you

One more week to go, and then after the big switch-over it all goes to Basingstoke.

The last big change was introducing the colour light signals. I'm not sure when Wokingham's were done, but it must have been roughly when the Feltham box was switched on in 1974, replacing 45 mechanical boxes. That took three years to put in, so not so different from the latest resignalling. Wokingham box was already capable of working to Reading, Ascot, and North Camp at night (because there are no junctions that need operating), and had been with with semaphore signals.

When this box was built in 1933, it followed a lot of complaints from local councillors etc. about the length of crossing gate closures. They had been operated by the station's only porter who also collected tickets, and the new "mechanised" gates would have a capstan in the signal box. There was something indicated as "SB^▸ (Signal Box)" on the maps before this, but perhaps it was only a cabin hidng a ground frame.

[stuving]

The track was all in place and ready for this morning's first ECS^▸ (Empty Coaching Stock) at 5 am, in fact well before that. The points are clipped, so the bits of missing rail are not an issue. The gap in the third rail is rather odd, though. The curves on that siding entrance have been eased a little, by shifting the points towards the station.

[Electric train]

  The gap in the third rail is rather odd, though.

If you mean the gaps by the switches (points) there are 2 reasons I can think of, first they look like HW point machines the drive rods protrude out and there is a risk of contact with the conrail forming a high impedance fault path also no conrail makes it easier to maintain the point ends and heater