Chiltern Evergreen 3 project - ongoing discussion

[whole diary]

[Oxman]

It seems there are quite a few light sleepers in Oxford:

http://www.bbc.co.uk/news/uk-england-oxfordshire-38259667

[TonyK]

Better to be a hard sleeper.

[didcotdean]

Another local article on this:

http://www.thisisoxfordshire.co.uk/news/14954327.City_council_bosses_assure_North_Oxford_residents_they_are_standing_up_to_Network_Rail_as_the_firm_gets_set_to_breach_planning/

[ellendune]

From the

http://www.thisisoxfordshire.co.uk/news/14954327.City_council_bosses_assure_North_Oxford_residents_they_are_standing_up_to_Network_Rail_as_the_firm_gets_set_to_breach_planning/

"The disastrous electrification project of the Great Western lines shows how difficult and costly it is to operate on live train tracks – this mitigation must therefore be delivered before the service starts."

They would have to be very quick doesn't the service start next week?

[didcotdean]

Hence the desire of some to stop the opening.

It seems to be a case of mistaking a promise to look into it for a promise to do it. Somewhat the same as the electrification hardware through the AONB^▸ (Areas Of Natural Beauty) between Reading and Didcot.

[paul7575]

There apears to be a height difference between platforms 2&3, with a ramp construction at the north end with a step currently closer to the overbridge. Wasn't expecting that...

Pretty much like Banbury's new P4, I think.   I expect the newly rebuilt P2 here is to current height spec, and the step is required because the existing platform 3 is not to spec.   A simple flat (but not level) infill between the two platform edges would mean anything wheeled would be in danger of running over the whole platform width and falling onto the P3 tracks.

Will there be a fence along separating the 2 platforms as well?

Paul

[TonyK]

Before demanding "silent" rail, the residents should consider that all track is silent until a vehicle runs over it. Presumably we are talking CWR^▸ (Continuously Welded Rail) here? It is quieter, at least it seems to be, but I reckon NR^» (Network Rail - home page) is probably right to say the money was better spent on trackside noise barriers. Mind you, I think it was a daft thing to have in a planning application, given that it is probably unenforceable.

[ellendune]

Presumably we are talking CWR^▸ (Continuously Welded Rail) here?

I thought CWR would be a given for any track for reasonably high speed traffic.  It also has a reduced maintenance cost.  So I was assuming it was something else.

[stuving]

Presumably we are talking CWR^▸ (Continuously Welded Rail) here?

I thought CWR would be a given for any track for reasonably high speed traffic.  It also has a reduced maintenance cost.  So I was assuming it was something else.

See this from British Steel (aka Tata):

SilentTrack

Our innovative SilentTrack® noise reduction rail system significantly reduces noise generated by railway traffic.

By using advanced acoustic modelling techniques, SilentTrack can be optimised to deliver maximum effectiveness on any track configuration, using a variety of installation methods.

Rail noise reduction system

SilentTrack® by British Steel is a ‘silent rail’ system that reduces noise generated by rails as train wheels pass over them. Independent measurements have shown that our patented SilentTrack system will give overall reductions in train pass-by noise of between 3dB(A) and 6dB(A). The system tackles noise at source and can be fitted to established infrastructures with minimal change to railway practice.

SilentTrack has been extensively installed onto tracks both in Europe and worldwide. More than 175km of track now benefit from the system. SilentTrack is recognised by many railway networks as an important method of complying with noise legislation and environmental planning regulations.

Benefits

Our SilentTrack system has significant technical benefits over other solutions employed to reduce railway noise. These benefits include:

    The ability to be 'tuned' to absorb vibrations specific to a particular track form
    A multi-frequency response over the important acoustic range for rail noise
    Noise reductions of 3-6dB(A), depending on track form and rolling stock
    No maintenance requirement and no effect on other elements of the rail infrastructure
    The same life as the rail itself
    No interference with other track maintenance activities e.g. tamping
    Visually unobtrusive – eliminating or reducing the need for acoustic barriers

How it works

SilentTrack® employs patented 'tuned dampers' which have been developed in conjunction with Southampton University's Institute of Sound and Vibration Research. The dampers are attached to either side of the rail - absorbing vibrations efficiently and preventing noise from being generated by the rail. Tuned dampers can be fitted to a variety of standard rail sections.

SilentTrack is a significantly more attractive option than noise containment measures such as barriers that are visually intrusive and very expensive.

Installation options

Our SilentTrack tuned rail dampers can be installed using a choice of methods:

    'On track' onto rail that is already in service
    In-factory conditions onto rail for use in renewal or new-build programmes

We have worked in partnership with selected installation contractors to develop techniques for installation onto existing track that:

    Minimise possession times
    Ensure the integrity of the installed product

The clipping system developed for SilentTrack ensures a speedy installation process (it can be fitted onto up to 400m of track per hour) and a high integrity of fixation.

[TonyK]

Once again, I find that my education is now complete!

The good news for the light sleepers of Oxford is that the quote says the dampers can be fitted to existing track at 400m per hour, which suggests retrofitting would be quite straightforward. If the verdict goes against NR^» (Network Rail - home page), they could do a stretch over the period of a couple of overnight possessions (using pneumatic drills, heavy piling equipment, and the occasional stick of dynamite) to prove or disprove the benefit.

[BBM]

I made a quick return trip this morning from Reading to Oxford Parkway. Loadings on the new service seemed quite healthy especially on trains arriving at Oxford, the 4-car Class 168 I returned on from OXP was about 60% full. Here's a photo on arrival in Platform 1:

[paul7575]

Once again, I find that my education is now complete!

The good news for the light sleepers of Oxford is that the quote says the dampers can be fitted to existing track at 400m per hour, which suggests retrofitting would be quite straightforward. If the verdict goes against NR^» (Network Rail - home page), they could do a stretch over the period of a couple of overnight possessions (using pneumatic drills, heavy piling equipment, and the occasional stick of dynamite) to prove or disprove the benefit.

If they fit the things to the track, and they work well, I suggest NR then take down all the sound reducing fencing to use somewhere else on the railway, as it will obviously be redundant... 

Paul

[IndustryInsider]

Glad you enjoyed the trip, BBM.  Everything seemed to work reasonably well.  A couple of 15 minute delays mid-morning, not helped by the fact that trains from London are generally due in just a couple of minutes before train back are due to depart.  So that's a less-than-ideal 25+ minute turnaround at Oxford for each train and the short single track section affecting departures if an arrival is a few minutes late.  Not easy to path everything well though due to the constraints of the line from Bicester into Marylebone.  Roll on the completion of Phase 1, so this won't be a problem!

I took advantage of the good weather to head out to take some photos and videos of trains over the new route.  Hoping to take my first trip on a train next weekend if time permits.

Here are the pick of the pictures:

An Oxford bound train seen shortly after departing Oxford Parkway:





An Oxford bound train just about to head through Wolvercote Tunnel, with the left-hand track out of use (until Phase 1 is complete) from the crossover you can see to back behind the camera as far as Oxford North Junction - a distance of about 1.5 miles:




An Oxford bound train, formed with just the two coaches, emerges from Wolvercote Tunnel:




Heading off of the Down Bletchley line and onto the Up Oxford Relief Line at Oxford North Junction:



Here's the partially remodelled Oxford North Junction.  The Phase 1 work will involve joining up the two sections of track on the right side of the image to form the Up Bletchley line - for that to happen the signalling equipment located in that brick building needs to be removed!:




Here's a train waiting to enter the platform at Oxford at the new OX135 signal (which used to be a ground position signal located nearer the station).  This is the Bi-Di Oxford Up Relief line.  The train's destination board says 'Oxford - Merry Christmas' on it!  When the Phase 1 works are complete there will be an additional line diverging just after the signal meaning trains will be able to enter Platforms 1 or 2 without blocking trains entering or exiting Platform 3:




Finally here's the rather spartan and narrow new Platform 1 at Oxford (as viewed yesterday).  At least it opened in time though, which I was seriously doubting a few weeks ago, and work will continue to provide a canopy, more information boards and (hopefully) some seats, over the coming months:

[paul7575]

Oxford Parkway to Oxford - 6+ mins of youtube coverage:   https://youtu.be/KMLIu7ApgZg

Paul

[grahame]

I took advantage of the good weather to head out to take some photos and videos of trains over the new route. 

They are very interesting - thank you for posting them