Reading Station improvements

[whole diary]

[BerkshireBugsy]

In theory a lot of the West of England services which use Platform 7 are pick up only at Reading although as we have discussed before how much that is enforced is a matter for debate.

At the risk of diverting the thread if (say) a Paddington to Taunton service is pick up only at reading will the stop be advertised on te departure boards at Paddington ?

[ChrisB]

nope

[stuving]

Which makes it even more strange that the signposts up this morning directed festival goers to the southern entrance!

Don't you suspect it was just someone doing the same as last time? Or some idea that there is more capacity at the South entrance?

In terms of available space, there is not much to choose, though at peak times I guess there will be more "normal" passengers at the main entrance. There are more escalators on the South side, but then there are two working lifts to the North. The space outside the doors is pretty cramped on both sides. Even on Tuesday you had to thread your way around clusters of HGPs* both there and in the tunnel.

Incidentally, in the tunnel I passed a man with a floor scrubbing machine, accompanied by four more men watching and discussing said machine - one even walking backwards so he could see the front of it. I can't see why it would take so many to do or decide whatever they had to. Now did that have anything to do with the Festival-goers?

*Heavy goods pedestrians - some needing "wide load" signs

[Gordon the Blue Engine]

I've just been reading the Reading Station News - Summer Edition. Two interesting points so far. First, FGW^▸ (First Great Western) acknowledge that they need to improve CIS^▸ (Customer Information System) provision and platform signage (a point mentioned several times here, but I don't think anyone has picked up FGW's acknowledgement of this issue)  Second, Jim Weedon, NR^» (Network Rail - home page)'s Deputy Project Manager, is quoted as saying there will be a new line "for freight only" in the remodelled western layout.  Is this true?  I can see no possible reason for a freight only line: all the lines would appear to serve a useful purpose for passenger trains as well.

[paul7575]

I'm assuming he means the new reversible line that connects Oxford Rd Jn to/from platform 12 which (as far as I can see from earlier layouts and explanations) will be predominantly for freight.  Unless service patterns on the Westbury route change, the up direction through passenger services from the Westbury line will be heading towards P11 on the parallel track.

I say predominantly with caution, because as has been discussed in previous posts, whatever the primary purpose and directions shown on the colour coded drawings, nearly all lines and platforms are reversible and all are signalled to passenger standards.

I've attached another copy of the intended track layout, to save searching for it again...

Paul

[lbraine]

The freight only line is currently the relief line to Paddington on the western side.

Many posts ago when the new relief alignment along side the new depot was being laid it was noticed that there were in fact 3 lines : The southern down line, a middle line that runs out around the wash unit, and the new north up relief line.

We wondered if the middle line was to be a turn back for the new platforms, negating the need for use of depot lines should such an arrangement be required. But it looked tight for space.

After a discussion on Reading station with a friendly driver and another FGW^▸ (First Great Western) employee - it was revealed that the middle line was the up relief, eventually. The northern new line was the freight relief - which starts just past Scours Lane to just before te depot sidings at the western end of the station.

If you stand on the bridge you can distinctly see the up relief trains 'kinking/joining' the correct up relief alignment off the freight line.

I did ask why it was laid out this way initially, post the blockade, and was given an informed shrug and one word 'signalling'

[ellendune]

There has been a steady stream of roof panels going in through the ticket barriers (a sight I would really like to have seen) each night.  Yet I note that the pile of panels outside the North entrance has not gone down.

[stuving]

There has been a steady stream of roof panels going in through the ticket barriers (a sight I would really like to have seen) each night.  Yet I note that the pile of panels outside the North entrance has not gone down.

Surely the work has been planned so that these sections arrive by road direct from the makers as required. They are probably all unique, so sequencing is vital. The real question is why the ones now stacked on the North side were delivered too early.

By the way, I did have a look at the one left outside on Monday night. The dolly is so high you couldn't see the top - now why would that be? Is it so it can be manoeuvred with its ends passing over the gateline? What you could see is that there are several extra parts of IKEA flat-pack station strapped or clamped on. I think that includes the lengths of topside cladding that cover the joins, though not the blue cladding for the underside.

[ironstone11]

  Yet I note that the pile of panels outside the North entrance has not gone down.

I suspect these are for P10/11. The support beam has not yet been extended. At the moment it can only take another 2 or 3 canopy sections.

[paul7575]

In the overall scheme of things I expect it's the manufacturer of the roof sections that has the 'steady stream' production line, and at the station they are being fitted in anything but a steady stream - (notwithstanding this weeks overnight activity on P8/9).  So eventually they might have to be delivered to 'somewhere' to make room at the factory, even if the station isn't ready to accept them.

But on the other hand perhaps the P10/11 panels were going to be fitted the weekend after they arrived but something else, such as a mobile crane, was cancelled at the last minute?  Or was the weather forecast wrong, or were the steelwork supports delayed unexpectedly?

Paul

[grumpysocks]

Platforms 9 and 10 are the only platforms at Reading where anything approaching a high-speed movement might ever take place and even then that would be at a maximum of 100mph - that wouldn't be until the advent of in-cab signalling and until then 50/60mph will be the maximum for the next decade or so, which is rather less than the 75mph that was permitted through the old Platforms 8/9 until the late 90s.

Places like Didcot, Slough and Maidenhead regularly have trains running alongside the platforms at 125mph.  Special arrangements are needed for speeds over 125mph, which (I feel) might be the biggest hurdle to overcome with regard to 140mph IEP^▸ (Intercity Express Program / Project.) workings over the GWML^▸ (Great Western Main Line) in the future.

When you get to that sort of speed, the bypassed platforms really should be on either a loop or some for of platform edge protection doors/barrier need to be fitted. Both expensive, and places like Swindon where the old down loop was ripped out and the formation built on top of for Platform 4 haven't helped.

Slough (Up/Down Main platforms) is a pretty un-nerving place to be when a HST^▸ (High Speed Train) passes at 125. Perhaps those platforms should be locked out of use until specific stopping trains are inbound.

[IndustryInsider]

Slough (Up/Down Main platforms) is a pretty un-nerving place to be when a HST^▸ (High Speed Train) passes at 125. Perhaps those platforms should be locked out of use until specific stopping trains are inbound.

That would probably have to be the solution if speeds of more than 125mph were introduced, but you'd have to do that at places like Goring, Cholsey, Maidenhead, Langley, West Drayton etc., which is why I wonder whether it'll ever happen apart from Didcot to Swindon and Swindon to Chippenham where there are (currently) no intermediate stations.

[Gordon the Blue Engine]

I'm assuming he means the new reversible line that connects Oxford Rd Jn to/from platform 12 which (as far as I can see from earlier layouts and explanations) will be predominantly for freight.  Unless service patterns on the Westbury route change, the up direction through passenger services from the Westbury line will be heading towards P11 on the parallel track.

I say predominantly with caution, because as has been discussed in previous posts, whatever the primary purpose and directions shown on the colour coded drawings, nearly all lines and platforms are reversible and all are signalled to passenger standards.

Paul

I think you're right.  Mainly freight but not only freight on the reversible line you describe.  But you can see a not uncommon situation, for example, where they want to start or changeover a Newbury stopper, and the easiest way to get a set to/from the depot is to use P12-15 and the "freight only" reversible.

I remember at one of the early roadshows in Reading this line was described as "freight only", and I questioned that at the time.  Clearly it will not be freight only.

The "freight only" line in front of the depot from Scours Lane to the Depot sidings will maybe serve a similar purpose to the old freight lines behind the old P9. Timetabled looped freights, failed HST^▸ (High Speed Train)'s etc..

edit: remove errant "is" before ..."to get a set to/from..."

[paul7575]

Slough (Up/Down Main platforms) is a pretty un-nerving place to be when a HST^▸ (High Speed Train) passes at 125. Perhaps those platforms should be locked out of use until specific stopping trains are inbound.

Preventing public access is the principle extra requirement for speeds higher than 125 mph, but it's considered safe at 125 mph or below, as it has been since HSTs were first introduced.

As it currently stands, 125 mph is allowed with the appropriate warning signage in addition to the usual yellow lines. The latter are in fact only required for passenger speeds above 100 mph - it's turbulence from passing freight trains (at greater than 60 mph) that is considered the greater hazard to passengers...

Current policy is in section 9 of this group standard:

http://www.rgsonline.co.uk/Railway_Group_Standards/Infrastructure/Railway%20Group%20Standards/GIRT7016%20Iss%203.pdf

Paul   

[stuving]

I think you're right.  Mainly freight but not only freight on the reversible line you describe.  But you can see a not uncommon situation, for example, where they want to start or changeover a Newbury stopper, and the easiest way to get a set to/from the depot is to use P12-15 and the "freight only" reversible.

I remember at one of the early roadshows in Reading this line was described as "freight only", and I questioned that at the time.  Clearly it will not be freight only.

Are you remembering that both feeder lines, despite their names, are now to be connected to the relief lines? There's an extra set on points on the line  to P12, not on the plan Paul posted above, as explained by SandTEngineer here http://www.firstgreatwestern.info/coffeeshop/index.php?topic=6405.msg131258#msg131258.

I'm not sure what the thinking here is, but it did occur to me that you can't stop and wait on a reversible line - especially for something that's coming the other way on it. The extra connection gives the option of using the two "reversible" lines as a pair. So, not "freight only" and not always bidirectional either?