Reading Platform 4

[whole diary]

[miniman]

Is there any reason why **every** westbound Paddington - Bristol / South Wales HST^▸ (High Speed Train) has to use platform 4 at Reading? There are 2 westbound lines into and out of Reading, so why do all the trains queue up to use 4?

[Ollie]

They don't always use Platform 4.
But it comes down to pathing and whether the signaller feel it would cause more delay or not, as the train would have to be brought down on yellow aspects for the crossing over to 8, and then out of 8 will need to cross over again back to the mainlines.
Platform 8 is commonly used by the slow Oxfords and also CrossCountry and other trains back to Paddington.

[devon_metro]

Also don't they have about 500 staff situated on platform 4, slamming those doors.

[Super Guard]

Also don't they have about 500 staff situated on platform 4, slamming those doors.

[cornishman]

500 staff to dispatch the same train as one person in cornwall and sell tickets to boot

[G.Uard]

Just go to Reading and watch the procession of trains off Platforms 4 and 5.  No disrespect to any Cornish station or staff, but Reading does warrant the extra personnel.  500 may be a slight exaggeration though.

[Boppy]

One of the reasons I'm looking forward to the Reading Station Upgrade is to help resolve this issue so that hopefully the pathing into Reading will be suitable for there to be at least two platforms for fast trains from London to be easily used.  I haven't checked the plans but here's hoping!  Maybe someone else here knows?

I think another issue is that moving a trains platform from 4 to 5 or 8 currently also involves telling a lot of people they need to cross over the bridge etc (not good at the moment with the escalators being out of action to the concourse).  At busy times this probably causes a lot of hassle for everyone which is probably another reason just to stick to using 4.

At least trains to London are easily able to use either 5 or 8 which is v handy for the morning rush to London!

Boppy.

[paul7575]

One of the reasons I'm looking forward to the Reading Station Upgrade is to help resolve this issue so that hopefully the pathing into Reading will be suitable for there to be at least two platforms for fast trains from London to be easily used.  I haven't checked the plans but here's hoping!  Maybe someone else here knows?

I have found a fairly recent 'plan' from the consultation document.  Under the new setup, the existing P4 will become P7, normal use by down trains to the Newbury route, and reversing XC^▸ (Cross Country Trains (franchise)) services (these will cross to/from the reliefs west of the station via the bypass route under the flyover).
There are then two main islands for main line services, P8/9 for down and P10/11 for Up. Up services from Newbury will be routed to P10 or less likely to P11. 

http://www.networkrail.co.uk/documents/Consultation/Reading/5303_Reading%20Area%20Redevelopment%20Plan.pdf

However, in another more detailed engineering drawing I have, that seems to show the track alignment much more accurately, P9 and P10 will be aligned with the main lines outside the station, P8 and P11 will be loops.

Paul

[onthecushions]

Back in the 1890's when the 2-track "main" line was widened to 4, it was done by essentially building a parallel, separate 2-track railway - the "relief" line. Platforms 4,5 thus serve the main line, 8,9 the relief.

To use a different platform requires a conflicting crossing, stopping trains coming in the opposite direction as well. Safety requires signalling approach control, often stopping a train dead in front of the points to make sure the turn-out speed limit isn't exceeded. There isn't a slick way of doing this yet!

The new dawn promised at the General Station basically (AIUI^▸ (as I understand it)) slews the main lines Northwards, through the present platforms 5 and  8, allowing effectively 3 down and at least 3 up platforms. There are two extra island platforms planned to the North, where the Signal Box and Fire Station yard are sited.

The slew could have been done much more cheaply years ago.

Waiting for a platform at signal R28,

OTC

[devon_metro]

Always though that approach to a TPWS^▸ (Train Protection and Warning System) ramp set at Red was 35mph for passengers trains? Then again - I also believe that company policy is less.

[Boppy]

Hi guys,

Thanks for the replies.

I hadn't realised that the relief lines were added at a later date - thought it had been 4 from the beginning!

I've always thought that one problem with the whole line setup between Reading and Paddington is the ordering of the up and downs (i.e. "up, down, up, down") that cause trains coming in the opposite direction to be slowed or stopped to allow a crossing.  Was re-ordering the lines to "down, down, up, up" viable at any stage? or has it been the case that such a big change - moving signals and what to do at a station like Burnham - has meant that it never was (or will be) on the cards.

Cheers,

Boppy.

[mjones]

One of the reasons I'm looking forward to the Reading Station Upgrade is to help resolve this issue so that hopefully the pathing into Reading will be suitable for there to be at least two platforms for fast trains from London to be easily used.  I haven't checked the plans but here's hoping!  Maybe someone else here knows?

I have found a fairly recent 'plan' from the consultation document.  Under the new setup, the existing P4 will become P7, normal use by down trains to the Newbury route, and reversing XC^▸ (Cross Country Trains (franchise)) services (these will cross to/from the reliefs west of the station via the bypass route under the flyover).
There are then two main islands for main line services, P8/9 for down and P10/11 for Up. Up services from Newbury will be routed to P10 or less likely to P11. 

http://www.networkrail.co.uk/documents/Consultation/Reading/5303_Reading%20Area%20Redevelopment%20Plan.pdf

However, in another more detailed engineering drawing I have, that seems to show the track alignment much more accurately, P9 and P10 will be aligned with the main lines outside the station, P8 and P11 will be loops.

Paul

So will the existing islands (current platforms 5 to 8 and 9-10) remain basically the same as they are now, but with the bays filled in? Or will there be further widening- I'm assuming they would also need to improve access to the p9/p10 island as the stairs are very narrow; is there an intention to provide escalators there?

[Ollie]

Hi guys,

Thanks for the replies.

I hadn't realised that the relief lines were added at a later date - thought it had been 4 from the beginning!

I've always thought that one problem with the whole line setup between Reading and Paddington is the ordering of the up and downs (i.e. "up, down, up, down") that cause trains coming in the opposite direction to be slowed or stopped to allow a crossing.  Was re-ordering the lines to "down, down, up, up" viable at any stage? or has it been the case that such a big change - moving signals and what to do at a station like Burnham - has meant that it never was (or will be) on the cards.

Cheers,

Boppy.

Would require investment at other stations, as some stations between Paddington and Reading don't have platforms on the main lines.

[Not from Brighton]

Woking station is quite similar to Reading in terms of service pattern, number of through platforms, number of lines, distance to London and having an important flat junction just on the down side of the station.  One big difference is that being on the South Western main line it is of the fast lines in the centre configuration.  Curiously Woking manages to get exactly the same number of fast trains dispatched to London between 7 and 8 am as Reading - 10.

[paul7575]

So will the existing islands (current platforms 5 to 8 and 9-10) remain basically the same as they are now, but with the bays filled in? Or will there be further widening- I'm assuming they would also need to improve access to the p9/p10 island as the stairs are very narrow; is there an intention to provide escalators there?

Filling in all the bays on the existing island seems a fair description AFAICT^▸ (as far as I can tell). I also suspect the four new platforms on the reliefs (slewed to the north) will be almost bound to be divided into 'a and b' ends to give maximum operating flexibility. 

I also believe there are major improvements to the size of the footbridge, the stairs and the subway, all associated with the new northern entrance.

Paul