West Junction

I had the pleasure of dealing with MoD Flatracks on rail from 2000 to 2015. Most moves were empties between MoD depots, Marchwood, Ashchurch and Bicester. They are not compatible with the normal container handling equipment so can be a pain to load on rail. No top lift or fork pockets. Not a normal occurrence, but for clarity, a ISO container on a flatrack would not be loaded to rail together, but loaded separately because of gauge issues. Some flatracks as seen in Brian's second photo, have structures built on. In this case water tanks and pump sets, all part of the same load unit. The MoD does now seem, where possible, to procure all sorts of accommodation units, tanks etc in an ISO frame to make transportation straight forward. These can even have the necessary loop to load on a Drops vehicle without the need for a flatrack. A few flatracks were moved loaded, being subject to load examination by FOC before acceptance. Loads being secured by straps.

I think you mean FKA twins. These have a 820mm deck height and can only load two 20' units per platform. KFA is a single wagons with a deck height of 1000mm and can load 3 x 20' units. FYA & FXA wagons were all built as FCA. FCA when loaded to the max GLW, speed was reduced to 60 mph. This made them unsuitable for class 4 workings, so some wagons were modified (brake if I recall correctly) to run at 75 mph. Deck height of FCA/FYA is 1023mm. With gauge enhancement of routes to enable 9' 6" units to be loaded on the standard flats, KFA FSA etc, FCA FYA deck height of 1023mm meant they could still not be loaded with 9' 6" units. Hence further wheel mod and the FXA. I believe FXA wagons are now being marked up to make them obvious to loading staff.

It also said it was sent straight back on the return working as not for the docks. Probably should have been left at Eastleigh, which makes Train prep the main issue even if just the lack of a tail lamp.

I believe the origin & destination are correct, Belgium stock.

The GW electrification project has resulted in many bridge alterations to meet new Railway Standards, some to protect the public. I have no detailed knowledge of these Standards and just take the general perception this protection usually means at least, higher bridge parapets. Whilst out for walking today in the Sonning Cutting area, I met somebody else puzzled by one particular bridge, Warren Rd bridge or NR plated Sonning Rd. Make of it what you will, but here are some photos of the five Sonning Cutting bridges. East end of the cutting. Bridge in the distance is Duffield Rd, rebuilt for the electrification. The nearer bridge is Butts Hill Rd, currently parapet work is underway. Butts Hill Rd. Fencing and traffic lights went in before the wires went live. No work on the parapets in evidence for over a year. Work now looks to have started for an autumn finish? West end, two A4 Bath Rd bridges. Both have had the parapets raised and are probably the highest above the track. The views east and west, were taken from Warren Rd bridge. Parapet of railings at most 4' 6" high. I first remember this bridge from school in the 70's and it was known to us as "Suicide Bridge". Difficult from a local view to understand why all the other bridges have/are being changed but not this one.

0650 21 October from 37m 23ch westwards, remaining wires Energised according to NR notice, I understand.

I was being generous, plural "Feeder Lines" was used on the signs.

B&H wiring. This is not based on any inside information, just my own observations/toughts. Contact & catenary wiring to be completed; Theale east, contact wire only on both lines through the fittings. Straight run as wires are up for the crossovers. Kennet Viaduct/Hambridge Lane both lines for one complete wire run . Low overhead power lines that cross at Hambridge Lane could be the reason. One more block to come, 8 to 11 October. There was at least one more block after this which has now been cancelled. North of Oxford Rd was all part of Reading station and Main line work east of Tilehurst. Recent work at Oxford Rd seems to concentrated on the smaller wiring connections. There are still some temporary wire supports in evidence at Reading West station on Monday. After the October block, I understand it's the first section from Oxford Rd, to a point between the Tilehurst Rd & Bath Rd bridges, that is going live. Both lines are wired for a short distance on the Basingstoke Line. At Newbury the wire end just west of Rockingham Rd bridge.

Electrification works from Westerleigh to Parkway.

It would have be nice if they had put these up correctly. There is not even a route off Plat 9 to get on the B&H.

Noticed some new signage at the country end of Reading platforms today! Driver reminder for an IET routed via the B&H to lower the pan. Reversible sign to be attached to show route, via Westbury liners or Feeder lines. Need I say more? Plat & Sign route 7 Feeder 8 Westbury 9 Westbury 10/11 only one sigh between them, Westbury 12 Feeder 13 Westbury 14 Feeder 15 Westbury 3 right out of 8.

There was/is a wagon pool made up of surplus BRA's for use as match wagons with fixed buckeye types.

Looking over the B&H today, there appears to be only five wire runs remaining. Kennet Viaduct/Hambridge Lane just under 3/4 mile on both lines. Theale East, straight run on both lines through the point work. Wire through the crossover in to the loop is done. Short run through the crossover country end of Reading West station. Basingstoke lines both have a wire run from Southcote Junction.

FCA wagons were a problem on class 4's if the load was to heavy and the speed was dropped to 60 mph. NR weren't impressed about reclassifying as the timings went out the window. Hence they were used on block class 6 and MoD contract workings, or modified to FYA for the class 4's.

The main points have all been covered; Most units will at some point travel over public roads so have to be road legal for weight. Container flats GLW will not permit 3 x fully loaded units. Depending on actual weights, units on a flat can be mixed up to the max GLW provided they comply with the loading pattern for the wagon type. 2 x heavy units in the outer positions, light unit in the middle. 1 x heavy in the middle, 2 x lighter units outside. Some wagon types do have a reduction in speed when loaded to max GLW. Not relevant to this ( FCA wagons on the Binliners). Wine tends to be conveyed in 20' boxes, in a large bag. Can be seen on he Bristol workings with the middle position usually empty and warning stickers on the units for Bulk Liquids.

After this weeks block, both lines are wired from just east of Theale station to just before the Kennet Viaduct MP51 1/4. Theale Loop is part wired, west from MP41 1/2 including point work to the down at Wigmore Lane. Both lines are also wired from before the racecourse bridge at Hambridge to just east of Racecourse station. This includes the point work to the DPL and a small part of this towards Racecourse station.

They look like bearers for an S&C layout, too long for a standard sleeper. Some of the very long switches have a very gradual divergence. The first picture does show the change in position for the rail fixings.

Old Newbury footbridge lifted out Saturday night. Network Rail posted some pictures on their twitter. https://twitter.com/networkrailwest/

The current Loading Standard for Bass & Pike wagons is basically the same except, Pike are limited to two tiers due to height of the doors, Bass three tiers. Sleepers are loaded in 7's across the wagon with up to 3 stacks along the length. This enbles a sleeper auto baler to be used. Timber, 75mm x 75mm is used between tiers of new sleepers and on a wagon with a flat floor, timber is used to enable a baler to unload and a fork lift to load. Recovered sleepers may be loaded without timber between tiers, but must be loaded in an "order fashion" in a pyramid. IE each tier reduces by 1 sleeper. Stacks used to be loaded 8 across but were reduced to match the auto baler. If you look closely at Salmon sleeper loads you will see that they are in groups of 7. The timber could also a troublesome with 8 across. If positioned incorrectly, when the doors were closed the timber could push on them forcing them out of gauge. I expect stacks of four along the wagon, as used to be, could be authorised if necessary depending on the unloading method.

The platform on the loop dates from the Reading station re-building, if my memory is correct. It was built to enable a service from west of Theale to turn round there when access to Reading was blocked. Not possible to do this on the main line. Since been used for water stops on steam charter trains, and is currently being used during the Theale - Newbury blocks. I think access to the platform is normally locked. Also being on the car park side, it gives flat access to replacement road transport which uses the car park. Main line platforms are stairs only to the road bridge. The main line platforms are currently being extended a short distance at the London end. There is currently a possession from Reading to South of Southcote Jn/Westbury, Sat PM & SUN, then Mon to Th west from Theale. Before this, the down line was wired from just east of Theale station to MP51 1/4. The up line is the same except for a run missing through Wigmore Lane. Theale loop is not wired yet. Ufton loop is wired. The up line also has a wire run just east of Newbury Racecourse station then a gap of a wire run to MP51 1/4. The old Newbury footbridge is being removed.