Reading Station improvements

[whole diary]

[IndustryInsider]

We discussed the new closing-up signals at Reading in both directions for platforms 12-15 and whether we thought they posed an extra SPAD^▸ (Signal Passed At Danger) risk a few years ago.  Well, yesterday a FGW^▸ (First Great Western) service did have a SPAD at one of these signals, so it took just under two years for it to happen.  That's not too bad compared with the number of SPAD's in the new depot (4 already I think!), but still not what designers of the layout were hoping for I'm sure.

[SandTEngineer]

Which signal number was it II?

[lbraine]

Does anyone know when Network Rail will take down the remaining parts of the Cow Lane road tunnel?

I know there is a hold up on the council side getting permission for the new road layout itself - but I can't see why this would hold up NR^» (Network Rail - home page) from clearing the remainder of the underpass and 'finishing' their part of the job.

Does anyone know ?

[Jason]

Does anyone know when Network Rail will take down the remaining parts of the Cow Lane road tunnel?

The council side of things should hopefully be resolved soon:
"The Secretary of State for Transport has approved the compulsory purchase of the final pocket land at Cow Lane."
http://www.getreading.co.uk/news/local-news/cow-lane-bridges-transport-secretary-8819656

[Gordon the Blue Engine]

We discussed the new closing-up signals at Reading in both directions for platforms 12-15 and whether we thought they posed an extra SPAD^▸ (Signal Passed At Danger) risk a few years ago.  Well, yesterday a FGW^▸ (First Great Western) service did have a SPAD at one of these signals, so it took just under two years for it to happen.  That's not too bad compared with the number of SPAD's in the new depot (4 already I think!), but still not what designers of the layout were hoping for I'm sure.

Yes, one or two of us expressed concern about the occupation of one platform by 2 trains without mid-platform signals, which appeared to be (choosing my words carefully) non-compliant with the relevant Group Standard.

I though a XC^▸ (Cross Country Trains (franchise)) had done similar a year or two ago, so this FGW one isn^t the first.   

I^d always assumed that once the layout is finished (and terminating XC^s can use P3) this arrangement would stop, and the Padd-Rdg stoppers would run into and out of the depot carriage sidings instead of sitting in P13 or P14 for 30 minutes. 

[IndustryInsider]

I^d always assumed that once the layout is finished (and terminating XC^▸ (Cross Country Trains (franchise))^s can use P3) this arrangement would stop, and the Padd-Rdg stoppers would run into and out of the depot carriage sidings instead of sitting in P13 or P14 for 30 minutes. 

I don't think that will be the case as all the platforms now have rear clear markers (even if they don't have closing up signals), so all will continue to be used permissively.  Though the advent of Crossrail and longer electric trains will probably make their use less frequent.  Sending things into the depot just makes it less productive with drivers as they either have to sit down there with the set, or walk back up with another walking back down.

[paul7575]

I^d always assumed that once the layout is finished (and terminating XC^▸ (Cross Country Trains (franchise))^s can use P3) this arrangement would stop, and the Padd-Rdg stoppers would run into and out of the depot carriage sidings instead of sitting in P13 or P14 for 30 minutes. 

The XC terminators continue using either P13 or P14 B end even with the new layout -assuming the info in RTT^» (Real Time Trains - website) is correct.

Paul

[IndustryInsider]

Which signal number was it II?

It was T1695 on the approach to platform 13A in the down direction.

[Gordon the Blue Engine]

I^d always assumed that once the layout is finished (and terminating XC^▸ (Cross Country Trains (franchise))^s can use P3) this arrangement would stop, and the Padd-Rdg stoppers would run into and out of the depot carriage sidings instead of sitting in P13 or P14 for 30 minutes. 

The XC terminators continue using either P13 or P14 B end even with the new layout -assuming the info in RTT^» (Real Time Trains - website) is correct.

Paul

Maybe with so many freight trains that could be using the Feeder lines after Easter still continuing to use P7/8 that they want to minimise conflicting moves with XC^s in P3/7/8, so the terminators will be kept in P13/14. 

Less flippantly, it^ll be interesting to see if there any changes at the December timetable change.  Continuing to block P13/14 with Padd-Rdg stoppers restricts pathing opportunities between the Relief Feeder line and the RL^s, which may be contributing to the continued use of P7/8 for freights to/from Westbury lines (as well as the Feeder Line gradient issue for the heavy freights).

[SandTEngineer]

By making all Down Westbury direction freights use the Feeder Line will of course only result in moving the conflict point to Reading West so not much advantage in that

What is needed next is a third reversible line on the Up side between Reading West and Southcote Junction with or without a possible flyover at the latter

[SandTEngineer]

Which signal number was it II?

It was T1695 on the approach to platform 13A in the down direction.

Thanks II.

[grahame]

What is needed next is a third reversible line on the Up side between Reading West and Southcote Junction with or without a possible flyover at the latter

That's quite heavy engineering through a built up area, isn't it?   Would an alternative capacity increase for freight to Westbury from Reading be to provide a second track from Thingley Junction to Bradford Junction, where there's already a trackbed as that line was double until 1967 (actually double broad gauge in the 1800s!)

[SandTEngineer]

What is needed next is a third reversible line on the Up side between Reading West and Southcote Junction with or without a possible flyover at the latter

That's quite heavy engineering through a built up area, isn't it?   

Not really.  There is plenty of space for a third track on the Up side between Reading West station and Southcote Junction with all of the over bridges having a 'spare' arch that could be used.  The boundary fence is quite a way back from the existing track.  The most difficult bit would be the bridge over the A4 at Reading West (McDonalds and Lidl would have to go....... ).

[Thatcham Crossing]

I had the great pleasure to travel into PAD^» (Paddington (London) - next trains) from THA a few times this week.

On Tuesday morning I arrived at RDG^‡(resolve) on the 0800 stopper from THA, looked for the first HST^▸ (High Speed Train) into town, and discovered it was an up service from PLY^» (Plymouth - next trains) which picked me up on Platform 7.

I'd not seen an up service do that, so expressed some surprise to a despatcher who told me that it's a temporary measure until after Easter.

I know this is because of the lack of a route currently from the Westbury's to Platforms's 9, 10, 11 etc, but was surprised that an up service didn't go into Platform 8 (which was vacant as far as I recall).

Anecdotally, since the Christmas work, there seems to be a lot less "holding" at signals outside the Station, especially when proceeding up between Reading West and Reading (which was previously very frequent during busy periods). I guess this will get better still after Easter.

[CCTV99]

.....Continuing to block P13/14 with Padd-Rdg stoppers restricts pathing opportunities between the Relief Feeder line and the RL^s, which may be contributing to the continued use of P7/8 for freights to/from Westbury lines (as well as the Feeder Line gradient issue for the heavy freights).

RTT^» (Real Time Trains - website) appears to show fewer freights using P7/8 in June, than in the first month after Easter.

Heavy stone trains (over 4000 tonnes) are booked to use the Feeder lines, with most of those given as 4200 & 4400 tonnes passing through P12-15.
Only the 4800 tonne trains (only one or two booked a day) seem to be limited to P7.