Oxford Area Resignalling 2018

[whole diary]

[IndustryInsider]

Yes, all working and so far going as planned.  The 05:17 to Reading was the first passenger train to use the new signalling, as the 05:14 to Worcester which should have been first left 8 minutes late.

[Gordon the Blue Engine]

It's interesting to watch OpenTrainTimes and see the new moves they can do now, eg parallel moves into P2 and P3, and quite a few down trains using the new Down Relief(?) from P4 to signal 2413 and undertaking Down Freights which can now run right up to signal 2415.

It looks like up trains from Hanborough could use the DM from Wolvercote Junction and go into P4, and thus allow a parallel move with up trains from Tackley into P3. Is this in fact true? 

[paul7575]

It's interesting to watch OpenTrainTimes and see the new moves they can do now, eg parallel moves into P2 and P3, and quite a few down trains using the new Down Relief(?) from P4 to signal 2413 and undertaking Down Freights which can now run right up to signal 2415. 

It’s quite feasible that almost all down through passenger services will use that line.  If the points at the north end of the loop allow a reasonable speed it could be a faster route. 

I also noticed a Chiltern train towards Bicester leave the station via the crossovers onto the down through line.  It seemed to wait for a while before crossing back over at Oxford North Junction towards Oxford Parkway.  If necessary it could have been undertaken by a train using the outer line.

[SandTEngineer]

It's interesting to watch OpenTrainTimes and see the new moves they can do now, eg parallel moves into P2 and P3, and quite a few down trains using the new Down Relief(?) from P4 to signal 2413 and undertaking Down Freights which can now run right up to signal 2415. 

It’s quite feasible that almost all down through passenger services will use that line.  If the points at the north end of the loop allow a reasonable speed it could be a faster route. 

I also noticed a Chiltern train towards Bicester leave the station via the crossovers onto the down through line.  It seemed to wait for a while before crossing back over at Oxford North Junction towards Oxford Parkway.  If necessary it could have been undertaken by a train using the outer line.

The Up and Down Relief Line points at Wolvercot Junction are both 90mph turnouts.

I understand that the remainder of the reversible signalling is being commissioned this weekend (28/29 July 2018).

[paul7575]

It’s quite feasible that almost all down through passenger services will use that line.  If the points at the north end of the loop allow a reasonable speed it could be a faster route. 

The Up and Down Relief Line points at Wolvercot Junction are both 90mph turnouts.

Ah, that’s what I was hoping might be the case.  So crossing from P4 to the down through line immediately outside the station is presumably over a slower route than taking the direct alternative up to Wolvercot.  Perhaps ‘down relief’ isn’t the best name for it now, although there’s really not that much need for names to reflect exact usage...

Paul

[SandTEngineer]

All of the crossovers at the North end of Oxford station are 25mph except entering Platform No.1 which is 20mph and to/from the sidings which is 15mph.  The Down Relief from Platform No.4 starts at 40mph, then rises to 65mph and finally 90mph by the time of Oxford North Junction.  So yes, its quicker to leave Platform No.4 along the Down Relief than turning out to the Down Main.

[IndustryInsider]

It looks like up trains from Hanborough could use the DM from Wolvercote Junction and go into P4, and thus allow a parallel move with up trains from Tackley into P3. Is this in fact true? 

Yes they can do that if they wish - and nothing is coming the other way!  Pretty much every line between Wolvercote Junction and Didcot North Junction is now bi-directional.  The only exceptions I can think of are the Up Oxford Relief and Down Oxford Relief between Oxford North Junction and Wolvercote and the Down Oxford between Appleford and Didcot North Junction.

[SandTEngineer]

It looks like up trains from Hanborough could use the DM from Wolvercote Junction and go into P4, and thus allow a parallel move with up trains from Tackley into P3. Is this in fact true? 

Yes they can do that if they wish - and nothing is coming the other way!  Pretty much every line between Wolvercote Junction and Didcot North Junction is now bi-directional.  The only exceptions I can think of are the Up Oxford Relief and Down Oxford Relief between Oxford North Junction and Wolvercote and the Down Oxford between Appleford and Didcot North Junction.

Yes, the principle adopted in the design was that the Main Lines are all fully reversible but the Relief Lines only where operationally neccessary.

[SandTEngineer]

A NR^» (Network Rail - home page) video of the trackwork carried out, down the page here: https://www.networkrail.co.uk/running-the-railway/our-routes/western/great-western-mainline/oxford/

[bobm]

Some photos showing the changes


Looking north from Oxford in July 2014


The same view in August 2018

And a couple of views to the south following the re-signalling works

[IndustryInsider]

The 25mph crossing north of Oxford station in the first two images was just about the only bit of track that wasn't replaced during the works.  The main route out of Platform 4 is now straight ahead on the Down Oxford Relief, but when it is renewed there would be the room for a faster turnout of 40mph to match the linespeed on the Down Oxford Relief for consistency.

The signalling continues to be operating reliably - the only major problem so far was a telecommunications one with the crossing phones. 

The bi-di signalling on Platform 4 has already proven very useful as I experienced first hand when trying to travel south last week and a terminating train had arrived in Platform 3 with no driver to take it into the sidings.  Four southbound trains were queuing outside the station within minutes, but rather than having to wait until the terminating train had cleared and all form an orderly queue to use platform 3, two of them were routed through Platform 4 instead.  Whilst it caused delays of 5-10 minutes that would have been much worse with the old signalling layout.

[SandTEngineer]

That turnout stays as is for the Phase 2 layout at 25mph together with the 30mph entry and through speed for Platform No.4, suitable for terminating trains.  When the new Platform No.5 loop is added in Phase 2, that will have an entry, exit and through speed of 50mph, so would be the preference for through trains.

[SandTEngineer]

Just noticed in BobMs photographs that those new signals have had their number etc. plates mounted outside the electrification protection cages, so will either have to be moved or an electrical isolation would be required to clean them.....

[rower40]

Just noticed in BobMs photographs that those new signals have had their number etc. plates mounted outside the electrification protection cages, so will either have to be moved or an electrical isolation would be required to clean them.....

Yebbut they won't get so dirty without coal- or oil-fired traction units passing under them!

[IndustryInsider]

That turnout stays as is for the Phase 2 layout at 25mph together with the 30mph entry and through speed for Platform No.4, suitable for terminating trains.  When the new Platform No.5 loop is added in Phase 2, that will have an entry, exit and through speed of 50mph, so would be the preference for through trains.

Yes, it's far from urgent, just might make sense to up it to 40mph as and when that crossing becomes due for renewal given there is plenty of space.  Phase 2 (especially the Platform 5 element) will improve things further so hopefully won't get too bogged down in delays. 

Next on my shopping list would be a remodelled Wolvercote Junction redoubled as far as Handborough, with the Oxford Down Relief extended all the way to it to reduce conflicts further.