Cotswold Line redoubling: 2008 - 2011

[whole diary]

[willc]

A couple of pictures from Moreton-in-Marsh showing where the point has been removed are now online at http://www.flickr.com/photos/willc2009/
Taken rather late this evening, so the lighting is not fantastic.

[ChrisB]

Somewhat surprised that they've bothered to remove it....

[IndustryInsider]

I am, too.  Though the little semaphore shunting signal you can see in one of Will's pictures was an annoying potential SPAD^▸ (Signal Passed At Danger) trap when Turbos/180's were reversing in the down platform as the cab of the train was often right on top of it.

P.S. - I see we've gone through the 100000 page views for this thread! 

[CLPGMS]

I think that the reason for removing the set of points at Moreton-in-Marsh is simply because a new starter semaphore signal, to allow trains to return towards Oxford and London from the down platform 1, will shortly be positioned where the siding was.  This signal has to be in use from Monday 15th August - a week earlier than the rest of the remodelling at Moreton - hence the preparatory work being done at this stage.

[willc]

Not sure that's why, as the turnback signal will be much placed closer to the crossover, to be beyond the rear of a 2+8 HST^▸ (High Speed Train) standing at platform 1, see http://www.flickr.com/photos/willc2009/3846919800/
There is room to put in a signal post already. The only track removed so far was the pointwork. The rest of the siding is still in place down towards the road bridge.

The slight detour in the siding here was because the original goods shed was a big Brunel timber design with the roof covering the siding as well, so extra space was allowed for the supporting wall to fit between the tracks. See http://www.warwickshirerailways.com/gwr/gwrmm976a.htm I seem to recall that a fire accounted for this building in the 1950s, and it was replaced with the rather more modest brick structure now used by Network Rail.

Looked as though the equipment cabin sitting in the car park was going to be lifted over the line into position near the signalbox tonight. A crane and lorries transporting the jib sections were parked at the south end of the car park when I arrived home. Lot of what I took to be signal and telecoms staff around at the station this morning.

[willc]

The equipment cabin is now in place across the tracks at Moreton-in-Marsh next to the one put in place previously.

The car park at the disused British Legion club next to the station has been hired for the next few weeks to make up for the loss of spaces at the bottom end being used by Network Rail and contractors. It has been given new white lines and normal FGW^▸ (First Great Western) parking charges apply.

What looks like a foundation pile for the post for the new reversing signal has been laid out next to the track near the crossover. It has a screw fitting on the bottom.
 

[insider]

Special Timetable for the final planned closures of the line from 06/08 until 21/08, now available from ticket offices or on FGW^▸ (First Great Western) Website.

http://www.firstgreatwestern.co.uk/Content.aspx?id=3501

[ChrisB]

That's been around for about a fortnight at stations

[willc]

Work to fit the lighting into the handrails of the Charlbury footbridge seems to be making headway now, so the mobile generator and lamp units in use since June may soon be removed.

[Moreton134]

With regarding the track at Moreton-in-Marsh, after talking to a FGW^▸ (First Great Western) staff member the bullhead track may not be replaced during the summer blockade.  Although this will be definately done at a later date hopefully by December 2011.   Can anyone verify if this is correct?

It makes sense as to why the Goods Depot siding point was replaced with bullhead track just a few weeks before the blockade. 
Also a HGV trailer is in the compound at Moreton with two more sections of newish bullhead track.   So possibly the UP siding point may be dismantled shortly (possibly this weekend?). 

[Not from Brighton]

Forgive my ignorance, but what is the significance of bullhead track? Also while I'm at it, why are some of the newly laid sleepers steel?

[Moreton134]

Bullhead track was used throughout the network from the early days of steam.  The rails sat on chairs bolted onto wooden sleepers, the general idea being because the rails were the same dimensions on both sides track gangs could turn the rails over when worn so reducing maintenance.   This practice stopped very long ago however, to improve ride quality flat bottom rail started appearing in the 1950's with the first concrete style track in the 1960's.

The track is still very common today, still used mainly for sidings areas and some loops, branch lines. Less used on main running lines except for areas of low speeds (possibly why Moreton station has retained the type so far).  Most of the Cotswold Line was still laid with Bullhead track until the 1980's through neglect then BR^▸ (British Rail(ways)) finally started to replace it.

Steel sleepers are relatively a new development, it was foreseen as a cheaper alternative to concrete with the same running qualities.  However I read in a Rail Engineer magazine that they had to replace some recently laid steel sleepers with concrete ones because of damage from frequent fast heavy freight trains.  So I think steel are the normal type replacement for lighter used/lower speed lines.   I'm surprised the redoubling didn't have steel type sleepers, as there are plenty around Kingham area and as far as I know there have been no problems with them.

Sorry for the very long explanation there but hope it helps.
 

[pbc2520]

I, too, was interested to know the answers to those questions.  From what Moreton134 has said, it sounds like bullhead rail and steel sleepers get used simply because NR^» (Network Rail - home page) already have them and they suffice in certain places, so it saves money.  Have I understood correctly?

The previous discussion on steel sleepers never really answered why they would be used on the redoubling project.  It was noted that steel sleepers have fallen out of favour with NR, for reasons discussed, and the price of concrete was falling whilst steel's was rising, so it is surprising to see steel at Honeybourne.  Presumably it just hasn't reached the point where it is more cost effective to melt down the steel sleepers?

I still don't understand why it make sense for the Moreton Goods Depot siding point to be replaced with bullhead track.  Is the significance in disconnecting the siding or the bullhead rail?  Sorry for any stupid questions...

[Moreton134]

I agree it remains a mystery why the point was removed so soon, however the 2 sidings in the station area were to be removed as part of the project.  Maybe it has something to do with the new turnback signal but as stated this is to be installed near the crossover or possibly been replaced just to get the job done.  No significance in the bullhead track but because of the higher speed through the station 60mph I think post redoubling it will be logical to replace this with steel or concrete, leaving the crossover as it is to keep costs down.  Why they put more bullhead track down is a mystery only logical reason I can think of is it's just a temporary measure.

From talking to the FGW^▸ (First Great Western) member the down refuge siding still isn't ready to be used. So no sidings (on the down line) between Wolvercot & Norton junction at the moment.

Sorry can't help with the steel vs concrete question all I know is in my earlier post.

[Electric train]

If the siding is no longer in use therefore the points are no longer used they will have been removed first the HMRI^▸ (Her Majesty's Railway Inspectorate) do not like redundant switches and crossings left in running lines, second the redundant points will still need to be in maintenance checks all the point detection etc will need to be in place all cost money to look after and are a failure risk.  Not sure what else is being done in the area but it may be the control and interlocking may be needed for that to save putting in new.  The bullhead closure rails will have been easier to install if bullhead is either side.