Disruption to train services between Reading and London - ongoing discussion

[whole diary]

[broadgage]

Modern batteries need very little maintenance, and diesel engines less than in the past.
A seldom used battery should last half the life of the train.
I would design for battery operation at about  a half of normal speed to keep costs down.
I also believe that all new trains should be fitted with opening windows for hot weather air conditioning failures. Electrically  locked to prevent needless opening.

[grahame]

So the question, to which I don't believe we the customers have ever received a full and frank answer from Network Rail, is 'Why is the railway infrastructure between London Paddington & Reading, and more particularly it seems to me between Paddington & Slough, so horrendously unreliable?'

Answers on a very large postcard.

This may be of some interest - although not much information was forthcoming...............

https://www.firstgreatwestern.info/coffeeshop/index.php?topic=29248.0

I am going to risk a summary - on just a medium sized postcard of some of the elements as I understand them:

1. Electrification to Airport Junction was done relatively 'light' with equipment designed, tested as tolerances for a relatively light electric unit running at up to 90 mph every 15 minutes rather that much longer and heavier trains, some running at higher speeds every 5 minutes on 2 lines each way.

2. There are 30 different models of points and motors across Network Rail, and no fewer than 15 of them may be found on the stretch from Paddington to Reading.  This brings a spares issue, and a knowledge issue with onsite staff not building up a daily knowledge of just one or two types, so that fixes are not routine daily jobs

3. Reduced infrastructure maintenance of the old embankments and cuttings and trackbed lead to things like slips and wetness  and earthwork decay, and that is not helped by climate changes - more extremes of weather that push the whole shooting match towards the limits of operation, and where it tends to wear/age more quickly, on more occasions

4. The lack of steam engines throwing out smoke and soot makes for a cleaner line side, which means that plants / greenery grows far more and is likely to impinge on the railway

5. The UK^▸ (United Kingdom)' modern health and safety regimes require far more caution as to how things run when there is a potential problem, and a ganger can't go out and just tweak something or bang home a rail clip that's a bit loose any more between trains.  And trains aren't allowed to run in "it'll probably hold out" track mode.

There's potentially a load of tosh in what I write - I welcome comments on the above to put me right, or to add other items.

[bobm]

Suggesting the forum owner is writing a load of tosh is hardly likely to be a good career move.   

One other thing to consider is trackside maintenance.  A more intensive service and changes to what can and cannot be done on or adjacent to a live line makes track access more difficult.

[grahame]

Suggesting the forum owner is writing a load of tosh is hardly likely to be a good career move.   

It's AOK by invite, mind you.

One other thing to consider is trackside maintenance.  A more intensive service and changes to what can and cannot be done on or adjacent to a live line makes track access more difficult.

Yes - I had intended that to be a part of / subtext of point no.5 and perhaps should have been more specific.

[Chris from Nailsea]

I have been noted for occasionally writing a load of tosh on the Coffee Shop forum ... 

[Bob_Blakey]

.....2. There are 30 different models of points and motors across Network Rail, and no fewer than 15 of them may be found on the stretch from Paddington to Reading.  This brings a spares issue, and a knowledge issue with onsite staff not building up a daily knowledge of just one or two types, so that fixes are not routine daily jobs.....

Given the apparently high level of 'points failures' on the specified route this surely has to be relevant; on the face of it having such an extensive portfolio of switching control equipment looks pretty daft for a number of reasons but it maybe wouldn't be so bad if the kit didn't seemingly fail so frequently.

[TaplowGreen]

..............and there's the constant signal failures too (today being a good example), any idea why they are also so fragile?

[ChrisB]

Likely to be axel counters going down rather than actual signals

[bobm]

If there are indeed 15 different types of points equipment, I wonder if any lessons are being learned about which are more reliable than others?   (Or are they all just as bad!)

[broadgage]

Likely to be axel counters going down rather than actual signals

I seem to remember that axel counters were going to make the railway "more reliable"

[IndustryInsider]

Likely to be axel counters going down rather than actual signals

I seem to remember that axel counters were going to make the railway "more reliable"

They’re generally perceived to be more reliable than the Track Circuits they replaced. 

Interesting read here:
https://www.railengineer.co.uk/train-detection/

[John D]

More disruption, due to expected heat.

Due to forecasted severe weather between London Paddington and Reading fewer trains are able to run.
Impact: Train services running to and from these stations may be cancelled, delayed or revised. Disruption is expected until the end of the day on 09/07/26.
Customer Advice:
We are sorry for the disruption to your journey.
What has happened?
The high temperatures that are forecast for today can lead to an increase in points failures.
Points are the moving pieces of metal that enable trains to change tracks.

But Met office do not even think warm/hot weather even justifies a yellow warning, there are no warnings, no severe weather is forecast

https://weather.metoffice.gov.uk/warnings-and-advice/uk-warnings#?date=2026-07-08

So why do team that update the headline disruption banner on GWR^▸ (Great Western Railway) website think there will be severe weather when Met Office doesn't (or have they simply cut and paste wrong excuse)

There is however a Health heat warning (which doesn't affect points) risk factor 12, (medium risk, 60-89% probability of affecting those with poor health)

https://ukhsa-dashboard.data.gov.uk/weather-health-alerts/heat

Has someone misinterpreted a health warning as severe weather ?

Something doesn't add up here

[ChrisB]

Because the Met Office don't put out rail heat warnings.

30 degrees full sun will mean 50-plus on the rails....but that doesn't affect the weather, so to speak

[John D]

Because the Met Office don't put out rail heat warnings.

30 degrees full sun will mean 50-plus on the rails....but that doesn't affect the weather, so to speak

But that happens multiple days most years, not exceptional once a decade stuff, so why do they install points that are only good for 93-97% of days in our climate.  We are at about 10th day already this year, and not workable about 20 days out of 365 really isn't the correct spec.

[ChrisB]

Because they have also to be handle below zero temperatures (more often until this year than 30-plus degrees.....

Few places in Europe get the spread of temperatures that we are now seeing....