Cotswold Line redoubling: 2008 - 2011

[whole diary]

[Nottage_Halt]

Not sure Bruern would necessarily be a massively useful intermediate block post, as it's only two miles from Ascott and nine from Moreton-in-Marsh, so wouldn't do a great deal to space trains out along the line.

No, not massively useful, but it would be the cheapest option if an intermediate block was required as Bruern is controlled from Ascott Signalbox, so incorporating it into the new panel would be fairly easy.  I don't see any other reason why AWS^▸ (Automatic Warning System) magnets would be installed, other than a general safety upgrade?

AWS magnets are provided at signals generally, not just "block" signals.  If a level crossing is blocked and the signals are at danger or caution, the driver needs and deserves just the same amount of assistance with reading and remembering the aspect as for "block" signals

[IndustryInsider]

Yes, but there's no requirement, or hasn't been, to provide an AWS^▸ (Automatic Warning System) magnet at a stop signal if it only displays a red or green aspect.  After all, it's an Advanced Warning System, so a magnet is only essential at the point where an advanced warning is given - in the case of these level crossings, the advance warning is a couple of miles further back down the track by the distant signal.

With most signals displaying red/yellow/green at least these days there is a AWS magnet at the signal, but not at locations such as these level crossings, and several other places where signals can only display red or green.

[Electric train]

AWS^▸ (Automatic Warning System) magnets are also placed where there is a speed limit board.  AWS can be placed at a "Home" signal eg Red / Green the advanced warning is the aspect of that signal typically 200 metres in advance of the signal

[SandTEngineer]

AWS^▸ (Automatic Warning System) magnets are also placed where there is a speed limit board.  AWS can be placed at a "Home" signal eg Red / Green the advanced warning is the aspect of that signal typically 200 metres in advance of the signal

AWS is not provided at speed limit boards but at the advance warning board (where provided) and only where the required speed reduction is more than 2/3rds.

On the former BRWR area stop signals where originally not provided with AWS hence the Stop signals at Bruern crossing are not fitted at present.

[IndustryInsider]

Yes, there's loads of locations where magnets aren't provided at stop signals and frankly I'm surprised that it hasn't been a requirement to fit them retrospectively and perhaps that's what is happening at Bruern?  But there's no sign of any of the other metals I regularly ride getting the same treatment - nor the other crossings on the route (one of which has been recently renewed), so given that magnets and signals are now being installed for the new signalling, I postulated that it might be connected to that.  An intermediate section between Ascott and Moreton would be useful, even if Bruern is located rather far from the middle of the section.

Just up the line at Ascott-Under-Wychwood the signal that protects entry to the single line has no AWS^▸ (Automatic Warning System) magnet and no TPWS^▸ (Train Protection and Warning System) stop sensors (just an overspeed sensor for the 40mph junction).  Given that the warning signal is located before Shipton station and a train can build up quite a head of steam from there to the junction, I'm surprised somebody hasn't highlighted the risk - given how safety concious the railway industry is.

[Don]

Just up the line at Ascott-Under-Wychwood the signal that protects entry to the single line has no AWS^▸ (Automatic Warning System) magnet and no TPWS^▸ (Train Protection and Warning System) stop sensors (just an overspeed sensor for the 40mph junction).  Given that the warning signal is located before Shipton station and a train can build up quite a head of steam from there to the junction, I'm surprised somebody hasn't highlighted the risk - given how safety concious the railway industry is.

Oh yes there is, AW2 signal at Ascott is fitted with AWS and TPWS. All signals into bi-directional single lines are fitted with TPWS because of the huge risk.

Ascott has two TPWS fitted signals and the other is AW22 signal which is the one just south of Ascott's platform from the Oxford direction.

[willc]

The AWS^▸ (Automatic Warning System) magnet and TPWS^▸ (Train Protection and Warning System) grid for AW22 can be seen in this picture I took http://www.flickr.com/photos/willc2009/5354402693/

It looks as though the replacement signal will be a bit closer to the station as a new base is going in between AW22 and the existing platform.

[IndustryInsider]

Oh yes there is, AW2 signal at Ascott is fitted with AWS^▸ (Automatic Warning System) and TPWS^▸ (Train Protection and Warning System). All signals into bi-directional single lines are fitted with TPWS because of the huge risk.

I need to correct myself - partly!  Sorry, Don, you're partly right, AW2 is fitted with TPWS, however it definitely isn't fitted with an AWS magnet.  A similar situation exists at Hatton in the Up direction where the line from Stratford-Upon-Avon joins the main line - TPWS but no AWS magnet.

The AWS magnet and TPWS grid for AW22 can be seen in this picture I took http://www.flickr.com/photos/willc2009/5354402693/

Yes, it has an AWS magnet because AW22 is capable of showing a yellow aspect.  The same applies for it's repeater signal AW22R.  However the following signal, the semaphore section signal AW20, has neither AWS or TPWS. 

Going back to Bruern there is definitely no AWS or TPWS currently working at AW200 and its 'up' equivalent,  but as I said magnets have appeared at the stop signals in the last couple of weeks (but are not yet energised).

Another interesting location is Bicester Town where BT200, the signal protecting the London Road level crossing from the Oxford direction, also has no AWS magnet and no TPWS.  BT200R a mile or so further back has an AWS magnet, but as the linespeed is only 40mph the driver doesn't need to react to it (other than cancel the warning) as the braking point for the station is some 45 seconds further on - get distracted and he would plough straight through the station, the signal and onto the crossing.

[Electric train]

The caution / danger AWS^▸ (Automatic Warning System) magnet does not need to be energised as they are permanent magnets only the clear (or green aspect) are electro magnets, there are some permanent magnets that have dampening coils to suppress caution / danger warnings for reverse direction working, also a plate can be placed over permanent magnets to suppress them when they are not in commission.

As a side note or two, the AWS magnets both permanent and electro used on the former SR^‡(resolve) ie dc third rail are painted green to indicate stronger magnets.  Second point AWS permanent magnets are used in 25kV areas at neutral sections to operate the trains main circuit breaker these are mounted on the sleeper ends and not in the four foot

[IndustryInsider]

The caution / danger AWS^▸ (Automatic Warning System) magnet does not need to be energised

I meant that they are not commissioned for use yet.

[willc]

Meanwhile, way out west... another half-mile of sleepers is in place, up to the 100 miles from Paddington mark, with packed ballast all the way down to Honeybourne now. There is now a small ballast dump at the west end of Honeybourne station but it's not clear whether this is for use in the sidings, or to go in alongside the island platform. Pictures at the usual place.

It may be that an update was already in hand but after I contacted an FGW^▸ (First Great Western) manager earlier in the week, the website page about the redoubling project has been updated with details of this year's closure dates.

[IndustryInsider]

Thanks for the pictures.  The Hereford train substituted with a Turbo was because of an engine failure on the original HST^▸ (High Speed Train) at Reading on its outward journey.  That limped back to Old Oak Common when it got to Oxford and terminated about 30 mins late, though quick work by Control (aided a bit of luck with the train crew) led to a Turbo being stepped up from Oxford to Hereford and for the return.

[willc]

Couple of small excavators were being unloaded at Ascott-under-Wychwood this morning, so looks like a start on the foundations of the new platform may be imminent. At Charlbury, the bricklayers are making good progress with the new wall.

Vegetation cutting is taking at place at Kingham and between Ascott and Charlbury, appears to be in connection with creating good sightlines for signals.

Not redoubling, but work to try to prevent vehicles coming off the road bridge and its approaches at Finstock station has been carried out over the past three weeks, with new fences and crash barriers put in place.
 

[shaun healey]

had a wonder up to station, work is taking place at the evesham end of honeybourne platform, and from the bridge i could also see lights by the new rail bridge.

[willc]

Vegetation cutting in full swing along the embankment north of Shipton to improve sighting of the distant signal for the home at Ascott-under-Wychwood.

A safety fence was in place around the area for the new platform at Ascott but digging had yet to start at about 9.45am when my train passed.