Great Western Main Line upgrade

At the start of the 21st century, the Great Western Main Line and the Midland Main Line were the last of the major main line routes in the UK using diesel as the main source of locomotive power.{{Cite web|url=https://www.google.com/hostednews/ukpress/article/ALeqM5hOjpg2Fw33ZwiyMA9JsVTo-uiDzg|title=UKPA: Rail electrification work announced}}{{dead link|date=June 2024|bot=medic}}{{cbignore|bot=medic}} When the announcement was made in July 2009 to electrify the Great Western (along with the Liverpool-Manchester line), it represented the first big rail electrification project in the UK for 20 years.{{cite web|url=http://www.shares.ie/news/world-market-news/6765-%C2%A311bn-investment-electrify-rail |publisher=shares.ie |title=£1.1bn investment to electrify rail |url-status=dead |archive-url=https://web.archive.org/web/20110721130504/http://www.shares.ie/news/world-market-news/6765-%C2%A311bn-investment-electrify-rail |archive-date=21 July 2011 }} The South Wales Main Line section of the GWML was set to be the first electrified cross-country railway line in Wales.

The plan to upgrade the rolling stock on the Great Western was included in the IEP announced in 2007, a Department for Transport (DfT) led initiative to replace the ageing fleet of InterCity 125 and InterCity 225 train sets then in use on much of the UK rail network.

{{see also|Proposed railway electrification in Great Britain}}

File:Electrification work at Cardiff Central.png]]

Passenger timetables introduced electric running from Paddington to Didcot in January 2018,{{Cite web|url=http://www.railtechnologymagazine.com/Rail-News/gwr-electrostar-fleet-enters-service-after-electrification-completed|title=GWR Electrostar fleet enters service after electrification completed|date=2 January 2018|website=Railway Technology Magazine|access-date=12 April 2019|archive-date=17 May 2018|archive-url=https://web.archive.org/web/20180517214212/http://www.railtechnologymagazine.com/Rail-News/gwr-electrostar-fleet-enters-service-after-electrification-completed|url-status=live}} and to Swindon and as far west as Bristol Parkway in January 2019. The same month saw electric services between Reading and Newbury.{{Cite web|url=https://www.railjournal.com/regions/europe/gwr-electrics-extend-west/|title=Great Western electric operation extends west|last=Briginshaw|first=David|date=31 December 2018|website=International Railway Journal|language=en|access-date=12 April 2019|archive-date=13 September 2020|archive-url=https://web.archive.org/web/20200913125537/https://www.railjournal.com/regions/europe/gwr-electrics-extend-west/|url-status=live}}{{Cite web|url=https://www.bbc.co.uk/news/uk-england-wiltshire-46046984|title=Electrification of Great Western Mainline to Swindon completed|date=1 November 2018|website=BBC News: England|access-date=12 April 2019|archive-date=28 April 2019|archive-url=https://web.archive.org/web/20190428192918/https://www.bbc.co.uk/news/uk-england-wiltshire-46046984|url-status=live}} Electric running to Newport commenced in December 2019 and to Cardiff in January 2020.{{Cite web |date=30 January 2020 |title=Major projects update: January |url=https://www.networkrail.co.uk/stories/major-projects-update-january |url-status=dead |archive-url=https://web.archive.org/web/20200131104248/https://www.networkrail.co.uk/stories/major-projects-update-january |archive-date=2020-01-31 |access-date=2023-01-28 |website=Network Rail |language=en-GB}}

The Cardiff to Swansea electrification was formally abandoned in 2017.{{cite web|title=Sheffield, Swansea and Windermere electrification cancelled|url=http://www.railwaygazette.com/news/policy/single-view/view/sheffield-swansea-and-windermere-electrification-cancelled.html|website=Railway Gazette|access-date=21 July 2017|date=20 July 2017|archive-date=3 February 2021|archive-url=https://web.archive.org/web/20210203235044/https://www.railwaygazette.com/policy/sheffield-swansea-and-windermere-electrification-cancelled/44872.article|url-status=live}} As of 2023, the electrification of Didcot to Oxford has yet to happen, after being delayed until track modification and station remodelling at Oxford.{{cite news |url=https://www.bbc.co.uk/news/uk-england-oxfordshire-37908735 |title=Great Western electrification: Intercity line work 'deferred' |work=BBC News |date=8 November 2016 |access-date=10 November 2016 |archive-date=9 November 2016 |archive-url=https://web.archive.org/web/20161109230635/http://www.bbc.co.uk/news/uk-england-oxfordshire-37908735 |url-status=live }}

Prior to 2009, the only electrified portion of the Great Western was between London Paddington and Airport Junction (west of {{stnlnk|Hayes and Harlington}}). This portion is equipped with a {{nowrap|25 kV AC}} overhead system which was implemented in 1997 in readiness for the Heathrow Express service commencing in early 1998. Electrification was extended from Airport Junction to {{stnlnk|Maidenhead}} under the Crossrail scheme. Further electrification west of Maidenhead was announced by the DfT separately, though the work west of Airport Junction (to take Crossrail to Maidenhead) and west of Maidenhead is likely to be undertaken as one scheme.{{cite web|title=Modernising the Great Western |url=http://www.networkrail.co.uk/uploadedFiles/networkrailcouk/Contents/Improvements/The_Great_Western/WesternVision.pdf |last=Network Rail |accessdate=24 August 2016 |date=June 2011 |url-status=dead |archiveurl=https://web.archive.org/web/20130413065743/http://www.networkrail.co.uk/uploadedFiles/networkrailcouk/Contents/Improvements/The_Great_Western/WesternVision.pdf |archivedate=13 April 2013 |pages=9, 13}}

The UK government first considered electrifying the Great Western between London Paddington and Bristol Temple Meads in a first phase, then electrifying the rest of the line between {{stnlnk|Swindon}} and {{stnlnk|Swansea}} at a later date. However, in July 2009, the Department of Transport under the then Labour Government (in the run-up to the 2010 general election), announced that there would be a £1bn programme to electrify the whole of the Great Western from London to Swansea as well as to Bristol Temple Meads.{{cite news|url=http://www.walesonline.co.uk/business-in-wales/business-columnists/2009/08/12/chance-to-make-public-transport-attractive-91466-24376292/|publisher=Wales Online|title=Chance to make public transport attractive|date=12 August 2009|access-date=14 September 2009|archive-date=7 October 2012|archive-url=https://web.archive.org/web/20121007141557/http://www.walesonline.co.uk/business-in-wales/business-columnists/2009/08/12/chance-to-make-public-transport-attractive-91466-24376292/|url-status=live}} The Labour government claimed that the investment would pay for itself over a 40-year period.{{cite news |url=http://news.bbc.co.uk/1/hi/uk/8164070.stm |work=BBC News |title=£1bn plan to electrify rail line |date=23 July 2009 |access-date=14 September 2009 |archive-date=10 July 2023 |archive-url=https://web.archive.org/web/20230710233248/http://news.bbc.co.uk/1/hi/uk/8164070.stm |url-status=live }}{{cite news |url=https://www.telegraph.co.uk/news/uknews/road-and-rail-transport/5892821/Electrified-rail-network-the-benefits.html |work=The Daily Telegraph |title=Electrified rail network: the benefits |date=23 July 2009 |access-date=2 April 2018 |archive-date=13 April 2018 |archive-url=https://web.archive.org/web/20180413103750/https://www.telegraph.co.uk/news/uknews/road-and-rail-transport/5892821/Electrified-rail-network-the-benefits.html |url-status=live }}

The scheme announced by the government on 23 July 2009 stated that "work will begin immediately on the electrification of the Great Western Main Line between London, Reading, Oxford, Newbury, Bristol, Cardiff and Swansea, to be completed within eight years" (2016/2017).{{cite web|url=http://dft.gov.uk/pgr/rail/pi/rail-electrification.pdf|title=DfT Rail Electrification paper|date=July 2009|website=GOV.UK|url-status=dead|archive-url=http://webarchive.nationalarchives.gov.uk/20100516005022/http://dft.gov.uk/pgr/rail/pi/rail-electrification.pdf|archive-date=16 May 2010}} The proposed electrified route included:

• the Great Western Main Line between London Paddington and Bristol Temple Meads via Swindon, {{stnlnk|Chippenham}}, and {{stnlnk|Bath Spa}};
• the South Wales Main Line from Swindon to Swansea via the Severn Tunnel;
• the connecting line from {{stnlnk|Bristol Parkway}} to Bristol Temple Meads;
• the section of the Cherwell Valley Line connecting Didcot Parkway with {{stnlnk|Oxford}}; and
• the section of the Reading to Taunton line connecting {{stnlnk|Reading}} with {{stnlnk|Newbury}}.

Estimates showed that the Hitachi Super Express trains could reduce journey times from London Paddington to Swansea by 19{{nbsp}}minutes.

In an effort to minimise disruption during the electrification works, Network Rail developed new "factory engineering trains" to facilitate the process of installing overhead lines. There are three types of train: the first train to install pylons, followed by a train to hang the wires and finally a train to check the installation. The system was expected to be able to install {{convert|1.5|km}} of electrification in an eight-hour shift.{{cite news |url=http://news.bbc.co.uk/1/hi/uk/8164942.stm |work=BBC News |title='Minimum rail disruption' pledged |date=23 July 2009 |access-date=14 September 2009 |archive-date=16 August 2017 |archive-url=https://web.archive.org/web/20170816154144/http://news.bbc.co.uk/1/hi/uk/8164942.stm |url-status=live }} The vehicles were supplied by German firm Windhoff.{{cite news |url=http://www.railwaygazette.com/nc/news/single-view/view/windhoff-to-build-network-rails-electrification-factory-train.html |title=Windhoff to build Network Rail's electrification factory train |date=5 December 2011 |publisher=Railway Gazette International |access-date=29 March 2012 |archive-date=17 February 2020 |archive-url=https://web.archive.org/web/20200217180511/https://www.railwaygazette.com/nc/news/single-view/view/windhoff-to-build-network-rails-electrification-factory-train.html |url-status=live }}

In its initial survey, Network Rail identified 113 structures – mainly bridges and tunnels – which required modernisation. In subsequent surveys this increased to 137.{{cite news |url=http://www.globalrailnews.com/2011/04/28/electrification-delivering-the-transformation/ |title=Electrification: delivering the transformation |author=Peter Dearman |newspaper=Global Rail News |date=28 April 2011 |access-date=10 March 2014 |archive-date=10 March 2014 |archive-url=https://web.archive.org/web/20140310140726/http://www.globalrailnews.com/2011/04/28/electrification-delivering-the-transformation/ |url-status=live }} The largest structure, the Severn Tunnel, has good clearances and is relatively easy to electrify.

After the 2010 UK general election in May 2010, the Conservative–Liberal Democrat coalition placed all major government capital expenditure, including the Great Western electrification scheme on hold pending a return-on-investment review.{{cite web |url=http://www.thisisbristol.co.uk/news/Electrification-passcost-test-ahead-8211-Cameron/article-2060294-detail/article.html |title=Electrification must passcost test before go-ahead – Cameron |work=ThisIsBristol.co.uk |url-status=dead |archive-url=https://web.archive.org/web/20100425000708/http://www.thisisbristol.co.uk/news/Electrification-passcost-test-ahead-8211-Cameron/article-2060294-detail/article.html |archive-date=25 April 2010 |access-date=1 April 2012}} In November 2010, Transport Secretary Philip Hammond gave the go-ahead for the lines from Oxford via Didcot to London and Newbury to London to be electrified in the next six years. Extension from Didcot to Swindon, Bath, Bristol and to South Wales would be dependent on a further assessment due in 2011 of the costs and implementation requirements of the IEP.{{cite web |url=https://www.bbc.co.uk/news/business-11834531 |title=Railways to get £8bn investment |work=BBC News |date=25 November 2010 |archive-url=https://web.archive.org/web/20101126042850/http://www.bbc.co.uk/news/business-11834531| archive-date=26 November 2010 |url-status=live |access-date=1 April 2012}}

On 1 March 2011, Hammond announced that rail electrification from Didcot Parkway to Bristol Temple Meads and Cardiff Central would go ahead. The section linking Bristol Parkway and Bristol Temple Meads would also be electrified.{{cite web |url=http://cardiffnews.coolcardiff.com/great-western-electrification-and-iep-to-go-ahead/ |title=Great Western electrification and IEP to go ahead |work=Cardiff News |date=7 May 2011 |access-date=1 April 2012 |archive-url=https://web.archive.org/web/20110820215844/http://cardiffnews.coolcardiff.com/great-western-electrification-and-iep-to-go-ahead/ |archive-date=20 August 2011 |url-status=dead }}

In March 2012, Amey plc was awarded a £700{{nbsp}}million contract to undertake the electrification works.{{cite news |url=http://www.railwaygazette.com/nc/news/single-view/view/amey-awarded-great-western-electrification-contract.html |title=Amey awarded Great Western electrification contract |date=27 March 2012 |publisher=Railway Gazette International |access-date=29 March 2012 |archive-date=2 April 2012 |archive-url=https://web.archive.org/web/20120402032312/http://www.railwaygazette.com/nc/news/single-view/view/amey-awarded-great-western-electrification-contract.html |url-status=live }}

In July 2012, the UK Government announced that the final portion of the Great Western from Cardiff to Swansea would be electrified.{{cite news|url=https://www.independent.co.uk/news/uk/politics/42bn-of-new-rail-schemes-unveiled-7945745.html |archive-url=https://web.archive.org/web/20120720023001/http://www.independent.co.uk/news/uk/politics/42bn-of-new-rail-schemes-unveiled-7945745.html |archive-date=2012-07-20 |url-access=limited |url-status=live|work= The Independent|title=£4.2bn of new rail schemes unveiled|first=Peter|last=Woodman|date=16 July 2012|access-date=1 December 2015}} In addition, as part of the Electric Spine project, the line between Reading and Basingstoke would also be electrified at {{nowrap|25kV AC}} OHL. The overhead electrification of the branches to Henley, Marlow and Windsor were also added to the scope of the project.{{cite web|url=http://www.railwaygazette.com/news/policy/single-view/view/electrification-programme-central-to-uk-governments-pound94bn-rail-strategy.html|title=Electrification programme central to UK government's £9·4bn rail strategy|first=DVV Media|last=UK|access-date=27 September 2016|archive-date=30 May 2016|archive-url=https://web.archive.org/web/20160530163404/http://www.railwaygazette.com/news/policy/single-view/view/electrification-programme-central-to-uk-governments-pound94bn-rail-strategy.html|url-status=live}} However, the Marlow electrification has been postponed for the foreseeable future due to difficulties at Bourne End.

File:Creech St Michael - HOPS DR76922.JPG

The new NR Series 1 overhead line equipment, designed and manufactured by Furrer+Frey, is a TSI compliant OLE design specified to allow multiple pantograph operation at {{convert|140|mph|abbr=on}} operation and is being installed using Amey plc's High Output Plant System (HOPS) and other conventional techniques. This is designed to allow Adjacent Line Operation (ALO) where works can be carried out while trains operate on adjacent tracks. The HOPS has five sections, each of which handles a different aspect of the installation – these can be coupled together to work as one unit, or separated to work independently. The train will be maintained at the High Output Operations Base (HOOB) in Swindon, on the site of former sidings. HOPS will mix and lay {{convert|30|m3|cuft|abbr=on}} of concrete per night, and all equipment and personnel will arrive at the site on board.{{cite journal|title=HOPS & HOOB|publisher=Amey plc|journal=Hub|page=10|date=April 2014}}

The HOPS train was operational by 2014, but had not reached full productivity due to teething problems.{{cite web| url = http://www.railtechnologymagazine.com/Rail-Industry-Focus-/whenever-you-introduce-a-new-technology-there-is-a-learning-curve| title = Whenever you introduce a new technology, there is a learning curve| date = 1 September 2014| work = www.railtechnologymagazine.com| access-date = 8 April 2015| archive-date = 16 April 2015| archive-url = https://web.archive.org/web/20150416230617/http://www.railtechnologymagazine.com/Rail-Industry-Focus-/whenever-you-introduce-a-new-technology-there-is-a-learning-curve| url-status = live}} By 2015, completion of the electrification project had been delayed, reportedly 1 year behind schedule, with completion expected in 2017. Costs of the electrification were reported to have tripled from an estimated £640M to £1.74bn.{{cite news| url = https://www.bbc.co.uk/news/uk-england-hampshire-31610849| title = Great Western electrification scheme 'one year behind schedule| date = 24 February 2015| work = BBC News| access-date = 8 April 2015| archive-date = 28 February 2015| archive-url = https://web.archive.org/web/20150228035126/http://www.bbc.co.uk/news/uk-england-hampshire-31610849| url-status = live}}

In June 2015, the International Railway Journal reported: "Britain's secretary of state for transport, Mr Patrick McLoughlin has asked Sir Peter Hendy to review Network Rail's 2014–2019 capital investment programme, known as CP5, and report back in the autumn".{{cite news|url=http://www.railjournal.com/index.php/main-line/new-network-rail-chairman-to-review-troubled-investment-plan.html|title=New Network Rail chairman to review troubled investment plan|work=International Railway Journal|first=David|last=Briginshaw|date=25 June 2015|access-date=1 December 2015|archive-date=7 November 2017|archive-url=https://web.archive.org/web/20171107101339/http://www.railjournal.com/index.php/main-line/new-network-rail-chairman-to-review-troubled-investment-plan.html|url-status=live}} The report stated that costs had tripled from the £874M original estimate to £2.8bn, and was £1.2bn higher than the estimate made a year ago.{{cite news |url=http://www.ft.com/cms/s/0/5d2f9d1a-939b-11e5-bd82-c1fb87bef7af.html |title=Rail upgrade needs extra £2.5bn |author=Tanya Powley, Gill Plimmer |newspaper=Financial Times |date=25 November 2015 |access-date=14 December 2015 |archive-date=29 November 2015 |archive-url=https://web.archive.org/web/20151129012456/http://www.ft.com/cms/s/0/5d2f9d1a-939b-11e5-bd82-c1fb87bef7af.html |url-status=live }} The main part of the programme will go ahead as planned and should be delivered by March 2019, but the Cardiff to Swansea section will be delayed, to some time between 2019 and 2024.{{cite news |url=https://www.bbc.co.uk/news/uk-wales-34918919 |title=Rail electrification between Cardiff and Swansea delayed |publisher=BBC |date=25 November 2015 |access-date=14 December 2015 |archive-date=28 November 2015 |archive-url=https://web.archive.org/web/20151128143825/http://www.bbc.co.uk/news/uk-wales-34918919 |url-status=live }}

Revised dates for the completion of electrification work were published in early 2016, with electrification to Cardiff via Bristol Parkway, and the connection to Newbury planned by December 2018; the branch to Oxford from Didcot by June 2019; and the branch to Bristol Temple Meads from Wootton Bassett sometime between February 2019 and April 2020.{{citation | url = http://www.railtechnologymagazine.com/Rail-News/gwml-electrification-dates-revealed?dorewrite=false | date = 22 January 2016 | work = www.railtechnologymagazine.com | title = GWML electrification dates revealed | access-date = 23 January 2016 | archive-date = 29 January 2016 | archive-url = https://web.archive.org/web/20160129070659/http://www.railtechnologymagazine.com/Rail-News/gwml-electrification-dates-revealed?dorewrite=false | url-status = live }}

In November 2016, the government announced that electrification work on the sections from Oxford to Didcot Parkway, Bristol Parkway to Bristol Temple Meads, Thingley Junction (near Chippenham) to Bath Spa and Bristol Temple Meads, and branches lines to Henley and Windsor had been indefinitely deferred. For Oxford and Bristol, the deferral was due to imminent resignalling and remodelling of the existing track layout.

In July 2017, it was announced that the Cardiff-Swansea electrification project had been cancelled and that bi-mode trains would be used on the route.

File:BristolTMsignals-B39-amberUR.jpg at Bristol Temple Meads station]]The Great Western Main Line was equipped with colour light signalling common to the rest of the United Kingdom. At the time of the Ladbroke Grove rail crash (1999), the ATP (Automatic Train Protection) warning system was under trial. In response to that incident, it became a requirement for all First Great Western trains to be fitted with ATP.{{cite news|url=http://news.bbc.co.uk/1/hi/uk/654547.stm|work=BBC News|title=Driver blamed for Southall crash|date=24 February 2000|access-date=14 September 2009|archive-date=4 May 2004|archive-url=https://web.archive.org/web/20040504025650/http://news.bbc.co.uk/1/hi/uk/654547.stm|url-status=live}}

When the Department for Transport wrote the specification for the new trains for the IEP in November 2007, it was stated that the Great Western Main Line would be upgraded to ERTMS/ETCS level 2 in-cab signalling and trackside infrastructure.{{cite web | url=http://www.dft.gov.uk/pgr/rail/pi/iep/iepinvitationtotender/infrastructureinterface.pdf | title=Network Rail Train Infrastructure Interface Specification | publisher=Department for Transport | access-date=14 September 2009 | archive-url=https://web.archive.org/web/20091122073905/http://www.dft.gov.uk/pgr/rail/pi/iep/iepinvitationtotender/infrastructureinterface.pdf | archive-date=22 November 2009 | url-status=dead | df=dmy-all }} Some or all of the resignalling work would be carried out alongside the electrification work. Signalling Solutions would resignal the 12{{nbsp}}miles from Paddington to {{Stnlnk|West Drayton}}, including the Airport branch, as part of the Crossrail project.{{cite journal|journal=RAIL|issue=671|page=17|title=GWML signalling contract signed|date= 1–14 June 2011|editor=Nigel Harris}}

In November 2008, Westinghouse (subsequently known as Invensys Rail, and now part of Siemens Rail Automation) was awarded a £20m contract for a 30-month programme of signalling enabling work.{{cite news | url=http://www.railwaygazette.com/nc/news/single-view/view/world-infrastructure-market-november-2008.html | title=World infrastructure market November 2008 | date=20 November 2008 | publisher=Railway Gazette International | access-date=29 March 2012 | archive-date=15 September 2020 | archive-url=https://web.archive.org/web/20200915200650/https://www.railwaygazette.com/nc/news/single-view/view/world-infrastructure-market-november-2008.html | url-status=live }} Over a series of 12 commissionings, Invensys Rail would re-lock the existing Reading Station and Spur interlockings to three new WESTLOCK interlocking units, re-control the remaining 18 relay interlockings, and move signalling and telecommunications control from Reading Station to the new Thames Valley Signalling Centre at Didcot. The work was due to be completed in December 2010.{{cite web |url=http://www.invensys.com/en/news/ir/article/820/westinghouse-awarded-reading-contract.aspx |title=Westinghouse awarded Reading Contract |publisher=Invensys Rail |date=21 October 2008 |access-date=1 April 2012 |archive-date=24 December 2011 |archive-url=https://web.archive.org/web/20111224152238/http://invensys.com/en/news/ir/article/820/westinghouse-awarded-reading-contract.aspx |url-status=live }}

The Thames Valley signalling centre was to eventually replace older signalling control in the entire English Western region. The London area was due to switch over at the end of 2011, followed by the old Slough PSB (Power Signal Box) area. Attention would then be given to abolishing Oxford, Swindon A, Bristol PSBs and the 1990s Swindon B IECC. This would be followed by the elimination of the 1980s PSBs at Westbury and Exeter, and the 1970s Plymouth PSB, and the 1960s PSB at Gloucester as well as substantial semaphore signalling in Cornwall.{{cite news|url=http://www.railnews.co.uk/news/general/2011/07/21-4000-jobs-to-go-in.html |title=NR rail control centres article |publisher=Rail News |url-status=dead |archive-url=https://web.archive.org/web/20110724023626/http://www.railnews.co.uk/news/general/2011/07/21-4000-jobs-to-go-in.html |archive-date=24 July 2011 }}

The first phase of a £400M, ten-year resignalling scheme in South Wales by Network Rail was carried out on a {{convert|22|mi|km|adj=on}} stretch between Port Talbot and Bridgend (termed Port Talbot East) in 2006 and 2007. The works provided a new turnback facility in both directions at Port Talbot Parkway if required.{{cite web|url=http://www.networkrail.co.uk/browse%20documents/rus%20documents/route%20utilisation%20strategies/wales/wales%20rus.pdf|publisher=Network Rail|title=Wales RUS 2008|page=55|access-date=14 September 2009|archive-url=https://web.archive.org/web/20110607075754/http://www.networkrail.co.uk/browse%20documents/rus%20documents/route%20utilisation%20strategies/wales/wales%20rus.pdf|archive-date=7 June 2011|url-status=dead}} The renewals replaced an old British Railways Western Region NX panel installation, dating from 1963.{{Cite web |last= |first= |date= |title=South Wales - £400 Million of Signalling Investment |url=http://www.railwaypeople.com/rail-projects/south-wales-400-million-of-signalling-investment-39.html |url-status=dead |archive-url=https://web.archive.org/web/20061104142615/http://www.railwaypeople.com/rail-projects/south-wales-400-million-of-signalling-investment-39.html |archive-date=4 November 2006 |website=Railway People |via=Internet Archive}} Further signalling renewals were programmed for the Newport area, Cardiff and Port Talbot West.

The first phase of the Newport Area remodelling and resignalling began in 2009 and was expected to be completed by the end of 2010. The first phase covered the line between Patchway and Marshfield to the west of Newport.{{cite news|url=http://www.railnews.co.uk/news/general/2009/02/04-severn-tunnel-junction.html|work=Rail News|title=Severn Tunnel Junction: From sleepy halt to centre of high-speed city connections|date=4 February 2009|access-date=1 December 2015|archive-date=8 December 2015|archive-url=https://web.archive.org/web/20151208133402/http://www.railnews.co.uk/news/general/2009/02/04-severn-tunnel-junction.html|url-status=live}} A new South Wales Control Centre, built on the eastern end of Canton Depot in Cardiff, opened in Spring 2009. When the Newport Area resignalling was completed in 2011, the Newport signalbox would be closed. Control would pass to the South Wales Control Centre for other parts of the South Wales network as resignalling progressed.

File:43188 GWR by Chris Warman.jpg at Didcot Parkway]]

File:Swindon - GWR 800307 Bristol service.JPG at Swindon ]]

Until May 2019, services from London Paddington to South West England and South Wales were served by Class 43 "InterCity 125" train sets, built between 1975 and 1982, which could operate at up to {{convert|125|mph|0|abbr=on}}. They were replaced by Class 800 and Class 802 "AT300" units from the Hitachi A-train family; these have a top speed of 125{{nbsp}}mph but will be capable of {{convert|140|mph|0|abbr=on}} with minor modifications. Upgrading the signalling on the Great Western to in-cab signalling was a pre-requisite to allow the new trains to run at the higher speed. In the 2010 GWML RUS, Network Rail stated that linespeeds in excess of 125{{nbsp}}mph west of Reading would be "reviewed in line with electrification and resignalling opportunities as ERTMS becomes deployed across the RUS area" after Control Period 4 (2014–2019).{{cite web|url=http://www.networkrail.co.uk/browse%20documents/rus%20documents/route%20utilisation%20strategies/great%20western/great%20western%20rus.pdf |title=Great Western Route Utilisation Strategy |date=March 2010 |publisher=Network Rail |url-status=dead |archive-url=https://web.archive.org/web/20120901170231/http://www.networkrail.co.uk/browse%20documents/rus%20documents/route%20utilisation%20strategies/great%20western/great%20western%20rus.pdf |archive-date=1 September 2012 }}

The AT300s now used on Great Western inter-city services are bi-modal units that are capable of running on lines with and without overhead wires. This is because of the deferment of the electrification project. Despite the initial limit of 125{{nbsp}}mph, the increased acceleration and operational efficiency were expected to decrease the journey time from London to Bristol Temple Meads by 22{{nbsp}}minutes.{{cite web|url=https://www.gov.uk/government/news/government-gives-green-light-for-more-state-of-the-art-intercity-trains|title=Government gives green light for more state-of-the-art intercity trains - GOV.UK|website=www.gov.uk|access-date=28 July 2013|archive-date=23 August 2019|archive-url=https://web.archive.org/web/20190823173844/https://www.gov.uk/government/news/government-gives-green-light-for-more-state-of-the-art-intercity-trains|url-status=live}} The new trains brought an estimated 15% increased capacity during the morning peak hours. The bi-mode trains allow inter-city services to operate from London directly to locations in South Wales and South West England, to which electrification does not extend under the current electrification proposals, such as Carmarthen, Worcester, Gloucester, Cheltenham and the regions to the southwest of Bristol and Newbury.{{cite web |date=4 July 2016 |title=Vision of the future arrives at Paddington to celebrate the Great Western Railway' 175th anniversary |url=http://www.rail.co.uk/rail-news/2016/vision-of-the-future-arrives-at-paddington/ |url-status=dead |archive-url=https://web.archive.org/web/20161230001654/http://www.rail.co.uk/rail-news/2016/vision-of-the-future-arrives-at-paddington/ |archive-date=30 December 2016 |access-date=29 December 2016 |website=www.rail.co.uk}}

New servicing facilities for the new fleet have been developed at the London North Pole Depot, the Filton Triangle rail depot in Stoke Gifford and at Maliphant sidings in Swansea.{{Cite web|url=https://www.railway-technology.com/projects/hitachi-super-express-trains-uk/|title=Hitachi Super Express Trains|access-date=22 April 2023|archive-date=22 April 2023|archive-url=https://web.archive.org/web/20230422145524/https://www.railway-technology.com/projects/hitachi-super-express-trains-uk/|url-status=live}}

Thames Valley commuter services from London Paddington to Reading and Didcot Parkway are operated by a fleet of 33 Class 387 four-car {{convert|110|mph|0|abbr=on}} EMUs, having replaced the majority of the Class 165 'Networker Turbo' two or three-car DMUs and Class 166 'Networker Turbo Express' three-car DMUs which are capable of operating at {{convert|90|mph|0|abbr=on}}.{{cite news | url=http://www.railwaygazette.com/news/single-view/view/10/inter-city-electrification-planning-to-start-immediately.html | publisher=Railway Gazette International | title=Inter-city electrification planning to start immediately | date=23 July 2009 | access-date=14 September 2009 | archive-date=3 November 2009 | archive-url=https://web.archive.org/web/20091103102202/http://www.railwaygazette.com/news/single-view/view/10/inter-city-electrification-planning-to-start-immediately.html | url-status=live }} Services which previously ran from Paddington to Oxford now operate short to Didcot Parkway due to electrification not extending to the Cherwell Valley Line between Didcot and Oxford. It was originally planned that {{BRC|365}} Networker trains, electric versions of the Class 165/166s previously operated by Govia Thameslink Railway, would cascade from Great Northern services to the Thames Valley, but this did not go ahead as planned and the units remained in operation with Govia Thameslink until their withdrawal in 2021.{{Cite web|first=|title=Today we bid farewell to our Class 365s|url=https://twitter.com/gnrailuk/status/1393464112722624512|url-status=live|access-date=15 May 2021|archive-url=https://web.archive.org/web/20210515111244/https://twitter.com/gnrailuk/status/1393464112722624512 |archive-date=2021-05-15 }} The 387 units replacing the 165 and 166 units has allowed most of the units to be transferred to St Philip's Marsh depot for use on services in the Bristol and South West area (see Bristol Metro scheme below).{{cite web|url=http://www.dft.gov.uk/pgr/rail/pi/rail-electrification.pdf |title=Britain's Transport Infrastructure – Rail Electrification |publisher=Department for Transport |url-status=dead |archive-url=http://webarchive.nationalarchives.gov.uk/20170123080842/http://www.dft.gov.uk/pgr/rail/pi/rail-electrification.pdf |archive-date=23 January 2017 }}

{{gallery

|File:Reading - GWR 165102 Basingstoke service.JPG|{{brc|165}}/1 diesel at {{stnlnk|Reading}}

|File:166208 in GWR by Chris Warman.jpg|{{brc|166}} diesel at {{stnlnk|Didcot Parkway}}

|File:Ealing Broadway - GWR 387130+387131 up service.JPG |{{brc|387}} electric at Ealing Broadway

}}

{{main|Crossrail|British Rail Class 345}}

The western section of Crossrail, which became known as the Elizabeth Line when opened in 2022, runs in part on the Great Western line. It has 70 Class 345 trains which are formed of 9 carriages and can carry 1,500 passengers. These electric multiple units can achieve speeds of up to {{Convert|90|mph|km/h|abbr=on}} on the surface sections of the route and up to {{Convert|60|mph|km/h|abbr=on}} in the tunnels.{{Cite web|url=http://www.crossrail.co.uk/assets/download/4962|title=Crossrail Rolling Stock|date=February 2012|website=Crossrail|access-date=12 April 2018|archive-date=1 February 2016|archive-url=https://web.archive.org/web/20160201180712/http://www.crossrail.co.uk/assets/download/4962|url-status=dead}} These trains were built by Bombardier Transportation at its Derby Litchurch Lane Works.

Several stations along the Great Western are undergoing redevelopment or have recently been upgraded to cope with growing passenger numbers and to ease rail traffic congestion.

Bristol Temple Meads will be expanded into Digby Wyatt's 1870s extension to the original train shed,{{cite web |url=http://www.engineering-timelines.com/scripts/engineeringItem.asp?id=446 |title=Temple Meads (old) station |publisher=Engineering Timelines |access-date=1 April 2012 |archive-date=11 September 2011 |archive-url=https://web.archive.org/web/20110911023138/http://www.engineering-timelines.com/scripts/engineeringItem.asp?id=446 |url-status=live }} built by Isambard Kingdom Brunel in 1840 as the terminus for the Great Western Main Line. This part of the 'Old Station' building is currently in use as a car park, but will be remodelled as terminating platforms for services to London Paddington.{{cite news |url=http://www.thisisbristol.co.uk/Brunel-s-Passenger-Shed-used-Bristol-London/story-15655545-detail/story.html |title=Brunel's Passenger Shed to be used for Bristol to London electric line |publisher=This is Bristol |date=29 March 2012 |access-date=1 April 2012 |archive-url=https://web.archive.org/web/20120331215103/http://www.thisisbristol.co.uk/Brunel-s-Passenger-Shed-used-Bristol-London/story-15655545-detail/story.html |archive-date=31 March 2012 |url-status=dead }}{{cite news |url=https://www.bbc.co.uk/news/uk-england-bristol-17540037 |title=Bristol museum could revert to rail platform |publisher=BBC |date=28 March 2012 |access-date=1 April 2012 |archive-date=31 March 2012 |archive-url=https://web.archive.org/web/20120331114251/http://www.bbc.co.uk/news/uk-england-bristol-17540037 |url-status=live }} To achieve rail access to the existing old platforms, the Bristol power box, opened in 1970 and controlling 114 route miles of track, will need to be decommissioned and demolished.{{cite web |url=http://bristol-rail.co.uk/wiki/Bristol_Powerbox |title=Bristol Railway Archive, Bristol Powerbox |publisher=Bristol Railway Archive |access-date=9 May 2012 |archive-date=29 May 2012 |archive-url=https://web.archive.org/web/20120529190135/http://bristol-rail.co.uk/wiki/Bristol_Powerbox |url-status=dead }}

Bristol Parkway had a new third platform (Platform 4) completed in 2007 to provide a new platform for trains departing to London and Birmingham and to make services more reliable between London and south Wales.{{cite web |url=http://www.networkrail.co.uk/aspx/4436.aspx |title=Bristol Parkway Platform 4 |work=Network Rail |url-status=dead |archive-url=https://web.archive.org/web/20071215013825/http://www.networkrail.co.uk/aspx/4436.aspx |archive-date=15 December 2007 |access-date=1 April 2012}} A new fourth platform has been built on the south side of the station.{{cite web |url=http://www.networkrail.co.uk/browse%20documents/StrategicBusinessPlan/RoutePlans/2009/Route%2013%20-%20Great%20Western%20Main%20Line.pdf |title=Network Rail Route Plans 2009: Route 13 – Great Western Main Line |work=networkrail.co.uk |access-date=1 April 2012 |archive-date=31 March 2012 |archive-url=https://web.archive.org/web/20120331120839/http://www.networkrail.co.uk/browse%20documents/StrategicBusinessPlan/RoutePlans/2009/Route%2013%20-%20Great%20Western%20Main%20Line.pdf |url-status=dead }}

On 10 September 2008, Network Rail unveiled a £400M regeneration and reconfiguration of Reading station and surrounding track, incorporating an overpass to the west of the station; with freight and passenger trains able to transit from the Reading to Taunton Line and Reading to Basingstoke Line to the 'Relief' lines via an underpass beneath the 'Mains' lines, replacing the conventional at-grade crossing of the 'Mains' lines via points, with the aim of alleviating delays due to slow-moving freight services passing through the station. By 2014 the total cost had risen to more than £800M.{{cite news|url=http://news.bbc.co.uk/1/hi/england/berkshire/7607861.stm|title=Station's £400m revamp unveiled|publisher=BBC News Berkshire|access-date=1 April 2012|archive-date=14 September 2008|archive-url=https://web.archive.org/web/20080914074723/http://news.bbc.co.uk/1/hi/england/berkshire/7607861.stm|url-status=live}}{{cite web|url=http://www.networkrail.co.uk/aspx/5167.aspx|title=Reading Area Redevelopment|website=www.networkrail.co.uk|archive-url=https://web.archive.org/web/20081027103418/http://www.networkrail.co.uk/aspx/5167.aspx|archive-date=27 October 2008}}{{Cite web |title=Western Sectional Appendix September 2020 |url=https://sacuksprodnrdigital0001.blob.core.windows.net/sectional-appendix/Sectional%20Appendix%20full%20PDFs%20September/Western%20Sectional%20Appendix%20September%202022.pdf |url-status=dead |archive-url=https://web.archive.org/web/20221125123420/https://sacuksprodnrdigital0001.blob.core.windows.net/sectional-appendix/Sectional%20Appendix%20full%20PDFs%20September/Western%20Sectional%20Appendix%20September%202022.pdf |archive-date=25 November 2022 |website=sacuksprodnrdigital0001.blob.core.windows.net}}

As well as the reconfiguration of the track, the terminal platforms for services to/from London Waterloo will be altered and the Cow Lane bridge under the tracks has been made two-way and now includes a cycle path. There will be improvements that will provide capacity for at least four extra trains in each direction every hour.{{cite web|url=http://www.networkrail.co.uk/aspx/6339.aspx|title=Reading station area redevelopment|publisher=Network Rail|access-date=28 March 2010|archive-date=28 December 2016|archive-url=https://web.archive.org/web/20161228050820/http://www.networkrail.co.uk/aspx/6339.aspx|url-status=live}}

File:Clapham Junction 43180.jpg

The station received:

• Five new platforms to ease overcrowding
• A new foot-bridge between platforms
• New escalators and lifts
• A new northern entrance for the station, to serve the north side of the town and Caversham, and provide a link through the station between Reading town centre and the Thames.

These plans provide for the future Crossrail and possible Airtrack services at Reading station, building a railway that will be fit for at least the next thirty years. Also, the improvements will allow six new freight trains each day – this could take around 300 lorries a day off the roads.

While much of the work was carried out in 2010, trains to Devon and Cornwall ran from London Waterloo instead of Paddington, using the South Western Main Line via Basingstoke then the West of England Main Line and Wessex Main Lines. Trains to Bristol, South Wales and Cheltenham were diverted via the Chiltern Main Line (from London to Banbury) where they reversed and returned via Oxford to Didcot Parkway, South Oxfordshire to re-adopt the Great Western Main Line.

As of February 2015, the regeneration and modernisation of Reading Station is complete. The station now has 15 platforms, each serving their own specialist destination and purpose. The new platforms allow more frequent trains to run through Reading and allow more passengers to join longer trains. The entire Reading Redevelopment project will be completed by 2017.

An improvement programme for the forecourt of {{rws|Didcot Parkway}} began in September 2012 and ran for two years.{{cite web |url=http://www.southoxon.gov.uk/services-and-advice/business/economic-development/towns/didcot/didcot-station-latest-developments |title=Didcot Station – Latest Developments |publisher=South Oxfordshire District Council |access-date=2 July 2013 |archive-date=7 May 2013 |archive-url=https://web.archive.org/web/20130507121313/http://southoxon.gov.uk/services-and-advice/business/economic-development/towns/didcot/didcot-station-latest-developments |url-status=live }} Features included:

• Larger taxi rank with covered waiting area
• Dedicated drop-off and pick-up area
• Short-stay waiting bays
• Disabled parking with step-free access
• Secure cycle parking and motorcycle parking
• Pedestrian piazza with seating and a glazed atrium and walkways
• Extra bus stops with electronic real-time information
• An improved East Car Park
• Better security with CCTV and new lighting
• New drainage to alleviate flooding
• Completion of a cycle route serving the station

In 2018, a new multi-storey car park was built at Didcot Parkway, on the site of the original car park. It provides 1800 spaces to cater for the station's role as a park and ride facility for the surrounding area.{{Cite web|url=https://assets.publishing.service.gov.uk/government/uploads/system/uploads/attachment_data/file/663801/great-western-rail-franchise-consultation-web.pdf|title=Great Western Rail Franchise: Public Consultation|date=November 2017|website=Department for Transport|page=12|access-date=12 April 2018|archive-date=12 April 2018|archive-url=https://web.archive.org/web/20180412084038/https://assets.publishing.service.gov.uk/government/uploads/system/uploads/attachment_data/file/663801/great-western-rail-franchise-consultation-web.pdf|url-status=live}}

In 2009, an upgrade to Newport station was started to enable the station to cope with the expected passenger traffic associated with the 2010 Ryder Cup. A new passenger bridge and two new terminal buildings were constructed, with each platform being served by a lift. The new bridge is clad in ethylene tetrafluoroethylene (ETFE), the material which protects the Eden Project in Cornwall, despite which the roof initially gave problems with leaking.{{cite journal |last1=Clark |first1=Rhodri |title=Newport station roof leaks |journal=Modern Railways |date=July 2011 |page=12 |publisher=Ian Allan Publishing }} The new development at the station includes a new multi-story car park and a new bus station will be developed outside, replacing the existing Newport bus station. The new north and south concourses opened on 13 September 2010.{{cite web |url=http://www.railnews.co.uk/news/general/2010/09/14-lasting-benefits-from-22m-newport.html |title='Lasting benefits' from £22m Newport station upgrade |archive-url=https://web.archive.org/web/20100917162842/http://www.railnews.co.uk/news/general/2010/09/14-lasting-benefits-from-22m-newport.html |archive-date=17 September 2010 |url-status=dead |access-date=1 April 2012}} The development was criticised by Rail columnist Barry Doe for being at the wrong end of the station, having a leaking roof, a lack of seating and generally poor design.{{cite journal |last1=Doe |first1=Barry |title=The Fare Dealer |journal=RAIL |date=4 May 2011 |issue=668 |pages=51 |publisher=Bauer Media }}

Extra platform capacity at Cardiff Central will be introduced in the form of a new bay platform (platform 5)[http://www.networkrail.co.uk/browse%20documents/rus%20documents/route%20utilisation%20strategies/wales/wales%20rus.pdf Wales Route Utilisation Strategy] {{Webarchive|url=https://web.archive.org/web/20110607075754/http://www.networkrail.co.uk/browse%20documents/rus%20documents/route%20utilisation%20strategies/wales/wales%20rus.pdf |date=7 June 2011 }} Page 91: an additional (bay) platform at Cardiff Central for Maesteg/GWML services, notionally Platform 5 for services between Cardiff and Maesteg along the GWML and one new through platform to the south of the station (platform 8) for the Cardiff urban services to cater for up to 16 trains per hour.[http://www.networkrail.co.uk/browse%20documents/rus%20documents/route%20utilisation%20strategies/wales/wales%20rus.pdf Wales Route Utilisation Strategy] {{Webarchive|url=https://web.archive.org/web/20110607075754/http://www.networkrail.co.uk/browse%20documents/rus%20documents/route%20utilisation%20strategies/wales/wales%20rus.pdf |date=7 June 2011 }} Page 91: creation of four through platforms for Valleys services at Queen Street and Cardiff Central stations, to cater for up to 16 trains per hour capability through the central corridor This will bring the number of platforms from 7 to 10. Redevelopment of Cardiff Central bus station outside the railway station commenced in 2008.

Between 2009 and 2015,{{cite web |url=https://www.theyworkforyou.com/debate/?id=2005-07-19a.1136.2 |title=Orders of the Day — Crossrail Bill |date=19 July 2005 |work=TheyWorkForYou.com |access-date=1 April 2012 |archive-date=22 October 2012 |archive-url=https://web.archive.org/web/20121022025943/http://www.theyworkforyou.com/debate/?id=2005-07-19a.1136.2 |url-status=live }} a new Crossrail station was to be built under London Paddington, serving as a connection to National Rail services and London Underground. Services were due to start in 2018.{{cite web |url=http://www.railwaygazette.com/news/single-view/view/10/london-crossrail-gets-the-go-ahead.html |title=London Crossrail gets the go-ahead |date=5 October 2007 |work=Railway Gazette International |access-date=7 January 2010 |archive-date=16 September 2009 |archive-url=https://web.archive.org/web/20090916091610/http://www.railwaygazette.com/news/single-view/view/10/london-crossrail-gets-the-go-ahead.html |url-status=live }}

Network Rail had planned to demolish the arched section to the north-east of Paddington station, known as Span 4. Span 4 was an extension completed in 1916 and the roof had since become dangerous. An internal blanket was erected in the 1990s to protect people from falling glass. Span 4 was to be replaced by an office block over the rails but it was later decided that the structure would be restored.{{cite web |url=http://www.sapling.info/newsletter/200608_spanfour.shtml |title=Paddington Span Four saved |work=Sapling.info |access-date=1 April 2012 |archive-date=27 October 2011 |archive-url=https://web.archive.org/web/20111027045851/http://www.sapling.info/newsletter/200608_spanfour.shtml |url-status=live }} The restoration of Span 4 took place between 2009 and 2010, and it re-opened in late 2011, looking notably brighter than the other three spans of the station.{{cite web |url=http://www.networkrail.co.uk/aspx/5821.aspx |title=Paddington – Station roof restoration project |work=Network Rail |url-status=dead |date=27 February 2010 |archive-url=https://web.archive.org/web/20091119020804/http://www.networkrail.co.uk/aspx/5821.aspx |archive-date=19 November 2009 |access-date=1 April 2012}}

Work on modernising Port Talbot Parkway station began in Autumn 2014. The old ticket office was demolished and a new footbridge built over the platforms. The footbridge will features a new ticket office and step free access to the platforms provided by lifts.{{cite news|url=http://www.nationalrail.co.uk/stations_destinations/PTA.aspx|title=Port Talbot Parkway (PTA)|date=19 July 2017|work=National Rail Enquiries|access-date=19 July 2017|archive-date=19 July 2017|archive-url=https://web.archive.org/web/20170719023758/http://www.nationalrail.co.uk/stations_destinations/PTA.aspx|url-status=live}}

Severn Tunnel Junction serves as a Park and Ride station for commuters from southern Monmouthshire to Bristol, Newport and Cardiff and there is a local action group – the Severn Tunnel Action Group (STAG) – who are campaigning to enhance the Junction's status as a transport hub for the southern Monmouthshire area.{{cite web |url=http://www.saveseverntunnel.co.uk/ |title=STAG – Severn Tunnel Action Group |work=saveseverntunnel.co.uk |access-date=1 April 2012 |archive-url=https://web.archive.org/web/20120224070245/http://www.saveseverntunnel.co.uk/ |archive-date=24 February 2012 |url-status=dead }} As of January 2010, Network Rail have remodelled the tracks around the station, re-opened Platform 4 and modernised the parking and passenger facilities. The junction where the Gloucester to Newport Line joins the South Wales Main Line has been moved west of the station and now joins the main line with high-speed turnouts.

A £7.6M modernisation of Swansea station began in 2011 and was completed in June 2012.{{cite web|url=http://www.railway-technology.com/news/newsuk-opens-upgraded-swansea-railway-station|title=UK opens upgraded Swansea railway station - Railway Technology|date=12 June 2012|access-date=23 June 2012|archive-date=17 July 2012|archive-url=https://web.archive.org/web/20120717000759/http://www.railway-technology.com/news/newsuk-opens-upgraded-swansea-railway-station|url-status=live}} The renovation work included enlargement of the concourse, cleaning of the front of the station with a new entrance, replacement of the partition wall between concourse and platforms with a glazed wall, a new café and more shops.{{cite press release |url=http://www.networkrailmediacentre.co.uk/Press-Releases/TRANSFORMATION-OF-SWANSEA-STATION-UNVEILED-1377/SearchCategoryID-7.aspx |title=Transformation of Swansea station unveiled |publisher=Network Rail |date=8 February 2010 |access-date=1 April 2012 |archive-url=https://web.archive.org/web/20120314070709/http://www.networkrailmediacentre.co.uk/Press-Releases/TRANSFORMATION-OF-SWANSEA-STATION-UNVEILED-1377/SearchCategoryID-7.aspx |archive-date=14 March 2012 |url-status=dead }}

{{update section|date=October 2022}}

File:Crossrail Tunnel Royal Oak Portal Construction.jpg

Crossrail is a major rail scheme, under construction since 2009, to provide a new east–west railway connection under Central London. The western portion of the line will connect with the Great Western Main Line to the west of Paddington. With electrification of the Great Western extended westwards past Reading, the Department of Transport stated that Crossrail will terminate at Reading. Some of the suburban services using the GWML into London Paddington will be transferred to Crossrail, which will free up capacity at the surface level station at Paddington.

File:Western Rail Approach to Heathrow.png]]

The Western Rail Access Programme is a scheme under development by the DfT, Network Rail and local authorities near Heathrow Airport to develop a direct rail link to the airport from the west. At present passengers travelling from the west of Airport Junction need to change trains at either Hayes and Harlington or Paddington which are to the east of the junction.{{cite web|url=http://www.networkrail.co.uk/news/2014/feb/Proposals-for-a-direct-rail-link-from-the-west-to-Heathrow/|title=Latest updates – Network Rail|website=www.networkrail.co.uk|access-date=7 September 2014|archive-date=8 September 2014|archive-url=https://web.archive.org/web/20140908042429/http://www.networkrail.co.uk/news/2014/feb/Proposals-for-a-direct-rail-link-from-the-west-to-Heathrow/|url-status=dead}}{{cite web|url=http://www.thamesvalleyberkshire.co.uk/western-rail-link-to-heathrow?|title=WESTERN RAIL LINK TO HEATHROW|first=Waters Creative Ltd|last=(www.waters-creative.co.uk)|access-date=26 December 2017|archive-date=26 December 2017|archive-url=https://web.archive.org/web/20171226130254/http://www.thamesvalleyberkshire.co.uk/western-rail-link-to-heathrow|url-status=dead}} The proposed link will consist of a {{Convert|5|km|mi|0|abbr=on}} tunnel connecting a new junction between Langley and Iver stations to Terminal 5.{{cite web|url=http://www.tunneltalk.com/UK-06Feb14-Tunnel-link-for-direct-western-connection-to-Heathrow-Airport.php|title=Underground link for direct Heathrow access - TunnelTalk|website=www.tunneltalk.com|access-date=7 September 2014|archive-date=8 September 2014|archive-url=https://web.archive.org/web/20140908042717/http://www.tunneltalk.com/UK-06Feb14-Tunnel-link-for-direct-western-connection-to-Heathrow-Airport.php|url-status=live}} The new link will enable direct rail services between Reading and the airport.

With the confirmed electrification of the Great Western Main Line west of Airport Junction, local authorities in the Thames Valley identified a case to be made for introducing a service to Heathrow Airport from Reading via the Great Western, which would also serve Maidenhead and Slough.

On 12 July 2012, Transport Secretary Justine Greening announced that a new rail link connecting Slough and Heathrow had been given the go-ahead and would be operational by 2021.{{cite news|title=£500m Heathrow link to cut times on Great Western line|url=https://www.bbc.co.uk/news/uk-wales-18817874|access-date=13 July 2012|newspaper=BBC|date=12 July 2012|archive-date=12 July 2012|archive-url=https://web.archive.org/web/20120712182114/http://www.bbc.co.uk/news/uk-wales-18817874|url-status=live}} However, as of December 2020, Network Rail was still conducting consultations and construction work had yet to begin.{{cite web|url=https://www.networkrail.co.uk/running-the-railway/our-routes/western/western-rail-link-to-heathrow/|title=Western Rail Link to Heathrow|publisher=Network Rail|date=December 2020|access-date=28 March 2021|archive-date=24 December 2019|archive-url=https://web.archive.org/web/20191224075405/https://www.networkrail.co.uk/running-the-railway/our-routes/western/western-rail-link-to-heathrow/|url-status=live}}

MetroWest is a project to improve the rail services in Greater Bristol. It was first proposed at First Great Western's Stakeholder Event in March 2008. On 5 July 2012, the UK government and councils in and around Bristol agreed a City Deal whereby Bristol would have more funding for investment in the area. As a result of the City Deal, around £100M is expected to be invested in rail services under the Greater Bristol Metro scheme.{{cite news|author=Ribbeck, Michael |publisher=Northcliffe Media |work=The Post, Bristol |date=6 July 2012 |access-date=6 July 2012 |title=£100 million Bristol Metro train network by 2016 |url=http://www.thisisbristol.co.uk/100-million-Bristol-Metro-train-network-2016/story-16492523-detail/story.html |url-status=dead |archive-url=https://web.archive.org/web/20120708233227/http://www.thisisbristol.co.uk/100-million-Bristol-Metro-train-network-2016/story-16492523-detail/story.html |archive-date=8 July 2012 }} As part of the work, the Cross Country Route between Bristol Parkway and Bristol Temple Meads, commonly known as Filton Bank, will be expanded from two to four tracks.{{cite news|url=http://www.thisisbristol.co.uk/Green-light-long-awaited-rail-improvements/story-16547255-detail/story.html |title=Green light for long-awaited rail improvements |date=17 July 2012 |access-date=18 July 2012 |work=Bristol Evening Post |publisher=Northcliffe Media |url-status=dead |archive-url=https://web.archive.org/web/20130926172435/http://www.thisisbristol.co.uk/Green-light-long-awaited-rail-improvements/story-16547255-detail/story.html |archive-date=26 September 2013 }}

The South Wales Metro is a proposed integration of heavy rail (South Wales Main Line and Valley Lines) and development of light rail and bus-based public transport services and systems in South East Wales around the hub of {{stnlnk|Cardiff Central}}. The first phase was approved for development in October 2013.{{cite web|url=http://www.itv.com/news/wales/update/2013-10-09/plans-show-the-potential-of-metro-network/|title=Plans show the potential of metro network|publisher=ITV Wales|date=11 October 2013|access-date=11 November 2013|archive-date=10 November 2013|archive-url=https://web.archive.org/web/20131110181900/http://www.itv.com/news/wales/update/2013-10-09/plans-show-the-potential-of-metro-network/|url-status=live}}

The Golden Valley Line serves as a diversionary line for several other lines in the area as well as serving its normal traffic. It was a major diversionary route during the electrification of the Great Western Main Line. The line between Swindon and Kemble was reduced to a single track in 1968, limiting its capacity. In his March 2011 Budget, the Chancellor George Osborne approved a project to re-double this section of line, after several years of campaigning by local politicians.{{cite news |url=https://www.bbc.co.uk/news/uk-england-gloucestershire-12832259 |title=Chancellor approves Kemble to Swindon railway upgrade |date=23 March 2011 |publisher=BBC News Gloucestershire |access-date=1 April 2012 |archive-date=2 February 2012 |archive-url=https://web.archive.org/web/20120202114305/http://www.bbc.co.uk/news/uk-england-gloucestershire-12832259 |url-status=live }} The scheme was completed in August 2014.{{cite news|title=£45m rail doubling from Kemble completed|url=http://www.gazetteandherald.co.uk/news/11433688.__45m_rail_doubling_from_Kemble_completed/|access-date=27 August 2014|work=Wiltshire Gazette & Herald|date=27 August 2014|archive-date=4 September 2014|archive-url=https://web.archive.org/web/20140904210752/http://www.gazetteandherald.co.uk/news/11433688.__45m_rail_doubling_from_Kemble_completed/|url-status=live}}

During his announcement on Great Western electrification in March 2011, transport secretary Phillip Hammond stated that a good business case existed for the electrification of several south Wales commuter lines.{{cite web|url=http://www.dft.gov.uk/news/statements/hammond-20110301/|work=Department for Transport|title=Intercity Express and Rail Electrification|date=1 March 2011|access-date=1 December 2015|archive-date=31 October 2012|archive-url=https://web.archive.org/web/20121031050820/http://www.dft.gov.uk/news/statements/hammond-20110301/|url-status=live}} In July 2012, the UK Government announced that the south Wales commuter lines would be electrified. The lines which would be electrified are: all Valleys & Cardiff Local Routes, the Ebbw Valley Railway and the Maesteg Line.{{cite news|url=https://www.bbc.co.uk/news/uk-wales-18852955|work=BBC News|title=Rail electrification to Swansea and south Wales valleys welcomed|date=16 July 2012|access-date=1 December 2015|archive-date=4 February 2013|archive-url=https://web.archive.org/web/20130204021841/http://www.bbc.co.uk/news/uk-wales-18852955|url-status=live}}

Some contemporary press reports stated that passengers face six years of disruption from the electrification work. Over 100 bridges and tunnels require demolition or modification to accommodate the new overhead lines.{{cite news |url=http://www.timesonline.co.uk/tol/news/politics/article6723888.ece |title=Six years of disruption under £1bn upgrade of Great Western Mainline |publisher=Times Online |url-access=subscription |access-date=14 September 2009 |archive-date=18 September 2011 |archive-url=https://web.archive.org/web/20110918081536/http://www.timesonline.co.uk/tol/news/politics/article6723888.ece |url-status=dead }}

The Goring Gap Railway Action Group (formed in March 2015) complained that there had been insufficient consultation between Network Rail and residents of Goring-on-Thames about the visual impact of the overhead line supports.{{cite web|url=http://www.savegoringgap.org.uk/the-railway-action-group-rag.html|title=About the Railway Action Group (RAG)|work=Save the Goring Gap|access-date=1 December 2015|archive-date=8 December 2015|archive-url=https://web.archive.org/web/20151208110615/http://www.savegoringgap.org.uk/the-railway-action-group-rag.html|url-status=live}}

The footbridge at {{rws|Pilning}}, South Gloucestershire was demolished in 2016 because it was too low for electrification and the low passenger numbers did not justify a replacement.{{cite news|url=http://www.gazetteseries.co.uk/news/14587196.Rail_platform_and_footbridge_set_for_closure_in_Pilning/|title=Rail platform and footbridge set for closure in Pilning|author=Sims, Aaron|work=South Cotswolds Gazette|publisher=Newsquest|date=30 June 2016|access-date=2 August 2018|archive-date=3 August 2018|archive-url=https://web.archive.org/web/20180803014336/http://www.gazetteseries.co.uk/news/14587196.Rail_platform_and_footbridge_set_for_closure_in_Pilning/|url-status=live}}{{cite web|url=https://cdn.networkrail.co.uk/wp-content/uploads/2016/12/diversity-impact-assessment-pilning-station.pdf|title=Diversity Impact Assessment - Great Western Electrification Programme Pilning Station Footbridge|date=February 2016|access-date=2 August 2018|publisher=Network Rail|archive-url=https://web.archive.org/web/20180803014517/https://cdn.networkrail.co.uk/wp-content/uploads/2016/12/diversity-impact-assessment-pilning-station.pdf|archive-date=3 August 2018|url-status=dead}}{{cite news|url=http://www.gazetteseries.co.uk/news/14694323.Campaigners_speak_out_against_closure_of_Pilning_railway_station_platform_and_footbridge/|title=Campaigners speak out against closure of Pilning railway station platform and footbridge|author=Sims, Aaron|work=South Cotswolds Gazette|publisher=Newsquest|date=20 August 2016|access-date=2 August 2018|archive-date=3 August 2018|archive-url=https://web.archive.org/web/20180803014146/http://www.gazetteseries.co.uk/news/14694323.Campaigners_speak_out_against_closure_of_Pilning_railway_station_platform_and_footbridge/|url-status=live}}{{cite magazine |author= |title=Pilning Station |magazine=FoSBR Newsletter |issue=92 |pages=1–4 |url=http://fosbr.org.uk/files/newsletter/FOSBR_Newsletter_92_201610.pdf |publisher=Friends of Suburban Bristol Railways |date=October 2016 |access-date=15 October 2019 |archive-date=15 October 2019 |archive-url=https://web.archive.org/web/20191015214604/http://fosbr.org.uk/files/newsletter/FOSBR_Newsletter_92_201610.pdf |url-status=dead }} The removal of the footbridge meant that the station's westbound platform was no longer accessible and thus was closed. Campaigners alleged that the removal amounted to a closure by stealth, with Network Rail apologising for not consulting residents or conforming to their code of best practice.{{cite web|url=http://fosbr.org.uk/files/20161106_pilning_bridgegone.pdf|title=Pilning footbridge demolished|date=November 2016|access-date=2 August 2018|author=Dixon, Rob|publisher=Friends of Suburban Bristol Railways|archive-date=3 August 2018|archive-url=https://web.archive.org/web/20180803014338/http://fosbr.org.uk/files/20161106_pilning_bridgegone.pdf|url-status=dead}}{{cite web|url=https://docs.wixstatic.com/ugd/61816a_c61322a704ea45849bc51c89588c80b1.pdf|page=6|title=Meeting Notes from meeting with representatives of Network Rail, GWR and Pilning & Severn Beach parish council|date=22 September 2016|location=Pilning|work=Pilning & Severn Beach Parish Council minutes|access-date=27 October 2019|archive-date=27 October 2019|archive-url=https://web.archive.org/web/20191027123300/https://docs.wixstatic.com/ugd/61816a_c61322a704ea45849bc51c89588c80b1.pdf|url-status=live}} Geoff Marshall and Vicki Pipe visited Pilning in 2017 as part of their All the Stations project, attracting local media attention to the station's status.{{cite book|title=The Railway Adventures: Places, Trains, People and Stations |author=Pipe, Vicki |author2=Marshall, Geoff |year=2018 |publisher=September Publishing |isbn=978-1-910463-87-1 |pages=15, 125–127}}{{cite web|url=https://www.youtube.com/watch?v=4QXdtEOeoAg |archive-url=https://ghostarchive.org/varchive/youtube/20211221/4QXdtEOeoAg |archive-date=2021-12-21 |url-status=live|author1=Marshall, Geoff |author2=Pipe, Vicki |series=All the Stations|via=YouTube|title=Pilning - Bonus Video|date=2 July 2017|access-date=2 August 2018}}{{cbignore}}{{cite news|url=https://www.itv.com/news/westcountry/2017-06-25/all-the-stations-challenge-visits-the-wests-least-used-station/|title='All The Stations' challenge calls at the West Country's least-used station|work=ITV News|publisher=ITV plc|date=25 June 2017|access-date=13 October 2019|archive-date=13 October 2019|archive-url=https://web.archive.org/web/20191013202628/https://www.itv.com/news/westcountry/2017-06-25/all-the-stations-challenge-visits-the-wests-least-used-station/|url-status=live}} There was subsequently a campaign for Pilning to receive the footbridge from {{rws|Angel Road}}, following that station's closure in May 2019, but Network Rail stated that there was no financial justification for replacing the bridge.{{cite report |date=2018 |title=Proposed closure of Angel Road station: Summary of the responses |url=https://assets.publishing.service.gov.uk/government/uploads/system/uploads/attachment_data/file/771998/proposed-closure-of-angel-road-station-summary-of-responses.pdf |publisher=Department for Transport |page=3 |access-date=15 October 2019 |archive-date=24 July 2019 |archive-url=https://web.archive.org/web/20190724070934/https://assets.publishing.service.gov.uk/government/uploads/system/uploads/attachment_data/file/771998/proposed-closure-of-angel-road-station-summary-of-responses.pdf |url-status=live }}{{cite magazine |author=Taylor, Olga |title=News from Pilning Station – March 2019 |magazine=FoSBR Newsletter |issue=100 |url=http://fosbr.org.uk/files/newsletter/FOSBR_Newsletter_100_201906.pdf |publisher=Friends of Suburban Bristol Railways |date=June 2019 |access-date=15 October 2019 |pages=14–16 |archive-date=19 October 2019 |archive-url=https://web.archive.org/web/20191019132420/http://fosbr.org.uk/files/newsletter/FOSBR_Newsletter_100_201906.pdf |url-status=dead }}{{cite letter |author=Langman, Mark (Western Route Managing Director, Network Rail) |recipient=Jack Lopresti MP |subject=Rail services for the Pilning community, South Gloucestershire |date=6 March 2019 |url=https://drive.google.com/file/d/1Ly6CjDBR7XDbBJlLq9rPTk6uiVlnE9MG/view |access-date=15 October 2019 }} Local rail group Bristol Rail Campaign claim that Network Rail saved £658,000 by removing the bridge, and that a replacement would cost in the region of £5m{{ndash}}7m.{{cite magazine |author=Taylor, Olga |title=Pilning Station - a further update |magazine=FoSBR Newsletter |issue=93 |url=http://fosbr.org.uk/files/newsletter/FOSBR_Newsletter_93_201701.pdf |publisher=Friends of Suburban Bristol Railways |date=January 2017 |access-date=15 October 2019 |pages=15–17 |archive-date=15 October 2019 |archive-url=https://web.archive.org/web/20191015214616/http://fosbr.org.uk/files/newsletter/FOSBR_Newsletter_93_201701.pdf |url-status=dead }}

The announcement of electrification of the Great Western led to the Government changing their plans to purchase a new fleet of diesel trains consisting of 202 locomotives and 1,300 train carriages.{{cite news |url=http://www.transportbriefing.co.uk/news/story?id=6083 |publisher=Transport Briefing |title=Rolling stock strategy torn up for electrification |access-date=14 September 2009 |archive-date=16 June 2011 |archive-url=https://web.archive.org/web/20110616081226/http://www.transportbriefing.co.uk/news/story?id=6083 |url-status=live }} The RMT union called for assurances that the plans will not have an adverse impact on jobs at the UK's only train maker Bombardier.

In February 2010, it was announced that the IEP (for long-distance express services) was suspended pending an independent report, with a decision on its viability to be given after the 2010 UK general election.[https://www.independent.co.uk/news/business/news/upgraded-intercity-train-plan-on-hold-until-after-the-election-1912454.html Upgraded InterCity train plan on hold until after the election] {{Webarchive|url=https://web.archive.org/web/20170813155810/http://www.independent.co.uk/news/business/news/upgraded-intercity-train-plan-on-hold-until-after-the-election-1912454.html |date=13 August 2017 }} Sarah Arnott, 27 February 2010, www.independent.co.uk{{cite web |url=http://business.timesonline.co.uk/tol/business/industry_sectors/transport/article7043144.ece |title=Plans for new intercity fleet hit the buffers |work=The Times |url-status=dead |author=Robert Lea |date=27 February 2010 |archive-url=https://web.archive.org/web/20110611183338/http://business.timesonline.co.uk/tol/business/industry_sectors/transport/article7043144.ece |archive-date=11 June 2011 |access-date=1 April 2012}}[https://www.theguardian.com/uk/2010/feb/26/intercity-trains-upgrade-postponed Intercity trains upgrade postponed] {{Webarchive|url=https://web.archive.org/web/20160817145329/https://www.theguardian.com/uk/2010/feb/26/intercity-trains-upgrade-postponed |date=17 August 2016 }} Dan Milmo, 26 February 2010, www.guardian.co.uk{{cite web |url=http://news.bbc.co.uk/2/hi/uk_news/8538222.stm |title=Intercity train upgrade postponed until after election |work=BBC News |date=26 February 2010 |access-date=1 April 2012 |archive-date=17 October 2010 |archive-url=https://web.archive.org/web/20101017205547/http://news.bbc.co.uk/2/hi/uk_news/8538222.stm |url-status=live }} In 2012 the contract to provide Intercity Express bi-mode trains was awarded to Hitachi.

Although the enabling work on the trackbed, platforms and bridges is now complete, the installation of the electrification equipment has been delayed on the sections between Chippenham, Bath Spa and Bristol Temple Meads and between Bristol Temple Meads and Bristol Parkway.

• History of rail transport in Great Britain 1995 to date
• Midland Main Line upgrade
• Overhead line
• Rail transport in Great Britain
• Railway electrification in Scotland
• Stoke Gifford depot, depot for Intercity Express Trains, constructed concurrently with the electrification programme
• Transpennine Route Upgrade
• West Coast Main Line route modernisation

{{Reflist|30em}}

{{Use dmy dates|date=September 2021}}

{{Current rail infrastructure projects in the United Kingdom}}

{{DEFAULTSORT:21st Century Upgrade Of The Great Western Main Line}}

Category:Electrification

Category:Great Western Main Line

Category:Proposed transport infrastructure in the South West of England

Category:Proposed railway lines in England

Category:Proposed rail infrastructure in Wales

Category:Railway upgrades in the United Kingdom