Hmm... don't get me wrong, 'Tony' is a decent-enough name, but it doesn't have quite the same ring as 'Remodel Bristol East Junction, Now!'...

The existing gradient for all three station locations on the Filton Bank is very steep (1 in 76 or 1.33%). Group standard GI/RT/7016 states that: “ Wherever possible, platforms shall be located on track with an average gradient not steeper than 1 in 500. It is permissible for platforms to be located on track with average gradients steeper than 1 in 500 provided trains are not planned to terminate or reverse at the platform” . This is guidance rather than a definitive requirement, but 1:75 is still is considered too steep for a new station to be developed on. Guidance note GI/GN7616 provides further information for consideration of risks associated with proposing platforms relating to horizontal curvature and longitudinal gradients.

Vertical track positioning can be adjusted through track lifts and earthworks to re ‐ profile gradients. However, as the provision of a 1:500 platform gradient would lead to excessive gradients on either side of the station, it was decided to target a station gradient of 1:220 (0.45%). This is consistent with a station gradient deviation granted for (the reopened) Corby station (Certificate number 07/182/DGN). Designs using this 1:220 gradient are much more likely to be accepted by Network Rail (NR) even though still requiring some deviation from guidance in the group standards. They do however lead to significant works in terms of Permanent Way and track drainage, signalling, earthworks and electrification.

It would be possible to seek deviations from standards for the existing (much steeper) gradient through the station, which would reduce the requirement for Permanent Way works and their associated costs, but this is considered unlikely to be practical that such a deviation would be granted. Costs have therefore only been developed for designs producing a 1:220 gradient through the station sites.

It should be considered that failing to achieve a derogation that the 1:220 gradient through a station is acceptable could significantly change the requirements at each station, and thus would require re ‐ assessment of the assumptions in this report.

1 in 100 iirc. S&T.

4.2.1  The mandatory requirement for vertical track alignment through station platforms was G withdrawn in issue four of GI/RT7016, based on work carried out to support deviations against issue two of GI/RT7016 for specific stations and the findings of RSSB Research Report T815 entitled ‘Limits of vertical track alignment through station platforms’.
G 4.2.2  For many years it had been considered good practice in GB to locate platforms on gradients not steeper than 1:260, except where geographic constraints made this unavoidable. This requirement was later changed to refer to a gradient of 1:500, possibly because of a shift from plain bearings to roller bearings across all rolling stock.
G 4.2.3  In the circumstances where the Infrastructure TSIs impose limiting gradients through passenger platforms (see G 4.2.11 and G 4.2.12), the limit is 2.5 mm/m - that is, 1:400.
G 4.2.4  However, there are many platforms on the GB network that are located on gradients steeper than 1:400 and of those, a significant number are on gradients steeper than 1:100. These platforms continue to accommodate a range of train services without having operational constraints on their use imposed because of track gradient.

It seems as if Filton Abbey Wood now has 2 platforms with bi-directional signalling.

While watching the live map at Bristol Temple Meads this morning I noticed 2U12 (0925 St. James Park - Cardiff Central, which left Bristol Temple Meads at 1121hrs) use Platform 2 (not Platform 3 as booked) then cross over to the Newport-bound lines.

2U12 is booked for the Fast lines all the way to Filton Abbey Wood, rather than the relief lines, so clearly Platform 2 at Filton Abbey Wood, once usable only by trains to Bristol Parkway, can now be used for Cardiff-bound trains also. A good idea which should partly remove the need for bus replacement services between Bristol and Severn Tunnel Junction / Newport when works are taking place on Filton Bank because the trains for South Wales can use the neighbouring tracks if they are open.

Dave

I though the last true everyday slam door stock on SWT were the 4VEPs for the Lymington branch Now worked by diesels as the newer electric units take too long to reboot on reversal.

I think I'll call it "Game Over".

A new station site there might be a bit difficult due to track gradients.  I need to do a bit of looking up to see what the latest rules are (unless anybody beats me to it).

Looks like they can't even pay the compensation on time!
Thanks for getting in touch
Following an increase in customer contact, we are busier than normal atthe moment. We will respond as soon as we can, but if you are claiming compensation for a delayed journey this might take up to 14 days.