Great Western Electrification Progress

[Melancholia]

I'm grateful to people who replied to my post about where rail replacements buses park at Paddington Station. I would be interested in seeing the operation when it takes place.

Journey planners and the planned engineering works PDF document on the GWR website (https://www.gwr.com/~/media/gwr/pdfs/planned-engineering/2017/week-52-saturday-25-to-friday-31-march.pdf?la=en) don't show any major changes, such as rail replacement buses, in that area on Sunday 26 March 2017. I'm not sure what this means.

Yeah, I've had a play around with JourneyPlanner at work as well, and it shows normal train services. Kind of disappointing, as it seems they will be updated at the last minute, or not at all, thus confusing a lot of next week's Sunday passengers...

 

[3973EXL]

Latest progress Sonning/Twyford:

Two additional wiring runs on the UM, Sonning Cutting to Twyford West. UM wire now runs from east of Kennet Loop to Twyford West with one run missing from west of the A4 bridge to east of Warren Road bridge.

Two missing booms, either side of Twyford station have gone up. Do not know about the third at Ruscombe.

 

[Trailfinder]

When the power is eventually turned on, do they turn on all lines at once or one line at a time?

What are the testing processses carried out and how long is it before a train either in test or service uses the OHL?

 

[jyte]

Masts are up at Pilning both towards CattyBrook and Severn Tunnel

Good photos, thank you.

 

[II]

I see 387140 is spending much of the day doing test runs between Reading TCD and Didcot. Authority for 110mph running has now been given for that section, subject to the ruling linespeed not being lower and an additional special restriction of 30mph through the DR platform at Tilehurst.

 

[snowball]

Press release

https://www.networkrail.co.uk/feeds...cation-of-the-south-wales-mainline-continues/

Mardy Road Bridge to temporarily close for upgrade work as electrification of the South Wales Mainline continues

Mardy Road Bridge in Cardiff will close to road traffic from 20 March 2017 until autumn 2018, as essential work to upgrade the railway continues in preparation for a new fleet of electric trains which will improve journeys for passengers.

The 121 year-old road bridge has reached the end of its lifespan and will be replaced with a new and improved structure to give clearance for electric trains beneath as part of Network Rail’s Railway Upgrade Plan. The bridge is currently too low to accommodate the new fleet of trains so will be fully demolished and then rebuilt in a higher position. Once rebuilt, the bridge, which connects Rumney and Newton, will also be able to withstand the modern city centre traffic above, which the original structure was never designed to do.

Preparatory works began on the bridge in late January with a two-way traffic management system in place. Originally, the bridge was due to close on 18 March but following discussions with Cardiff City Council on the likely traffic increase on 18 March for ‘Super Saturday’, Network Rail postponed the closure date to 20 March 2017.

Network Rail has worked closely with Cardiff City Council to improve traffic flows in the area and to implement a diversionary route to minimise disruption to the public as much as possible.

 

[deltic08]

Masts are up at Pilning both towards CattyBrook and Severn Tunnel

So they have been Piling at Pilning.

 

[59CosG95]

So they have been Piling at Pilning.

Certainly is a mouthful to say, that one!

 

[jayah]

Even without further electrification, bimodes would enable cross country to travel through New Street in electric mode, and thus help reduce the terrible pollution and air quality there

Yes, which is why it was so disgraceful the DfT canned Project Thor. You would also have got some desperately needed additional capacity by now instead of using the HSTs all week as if that will make a noticeable difference.

 

[jayah]

Does anyone know if the issue with the low, but G2 listed, road bridge at Steventon is resolved yet ? Presumably that has to be sorted quite soon now if it's not going to delay the overall program.

http://www.oxfordmail.co.uk/news/11...on_rail_bridge_on_hold_after_MP_intervention/

Perhaps they will do as with the Goring AONB and just do as they please? Once it has been done and the wires are up - who is exactly is going to make them take them down or change the bridge back?

Facts on the ground.

 

[jayah]

Not sure if this is the right site, but CAF offered Northern 2 coach 331 electric units. Would this be a good reason to wire Thames Valley branch lines and buy a few on the end of the Northern contract?

Why on earth would anyone want a 2 car EMU with capacity after PRM accommodation slightly higher than a London bus?

If it doesn't justify 3 cars it can't possibly be worth spending £m electrifying it.

 

[LNW-GW Joint]

I see 387140 is spending much of the day doing test runs between Reading TCD and Didcot. Authority for 110mph running has now been given for that section, subject to the ruling linespeed not being lower and an additional special restriction of 30mph through the DR platform at Tilehurst.

And it ran, presumably on the Reliefs.
This is very good news, because it means NR is happy with both the infrastructure (Series 1 etc) and the train, at least at that speed and (presumably) with one pantograph, in normal traffic.
Much more important than which 800 ran on diesel to Bristol.
http://www.realtimetrains.co.uk/train/C21691/2017/03/20/advanced

 

[jyte]

And it ran, presumably on the Reliefs.
This is very good news, because it means NR is happy with both the infrastructure (Series 1 etc) and the train, at least at that speed and (presumably) with one pantograph, in normal traffic.
Much more important than which 800 ran on diesel to Bristol.
http://www.realtimetrains.co.uk/train/C21691/2017/03/20/advanced

How much of the mains between Paddington and Hayes are faster than 100mph?
Could the 387s realistically 'stretch their legs' there?

Also, there's a new map basically finished, but it's super minor changes. I think I'll wait for the energisation this weekend before I release another version.

 

[LNW-GW Joint]

How much of the mains between Paddington and Hayes are faster than 100mph?
Could the 387s realistically 'stretch their legs' there?

The "125" starts just west of Acton Main Line, so not much use for high speed EMU running.
However, until the wires extend west of Airport Jn it would be difficult to fit 387 services into the congested timetable.
They would also have to reverse on the Heathrow branch, which wouldn't be popular.

 

[jyte]

The "125" starts just west of Acton Main Line, so not much use for high speed EMU running.
However, until the wires extend west of Airport Jn it would be difficult to fit 387 services into the congested timetable.
They would also have to reverse on the Heathrow branch, which wouldn't be popular.

Thanks,

Oh and regarding the map, I'm extending its coverage as far as Cardiff Central.

There's no Open Train Times map of this section so I've had to create all the individual assets myself. If anyone else wants to take over, PM me. (P.S. I'm still continuing for now).

 

[Andrewlong]

And it ran, presumably on the Reliefs.
This is very good news, because it means NR is happy with both the infrastructure (Series 1 etc) and the train, at least at that speed and (presumably) with one pantograph, in normal traffic.
Much more important than which 800 ran on diesel to Bristol.
http://www.realtimetrains.co.uk/train/C21691/2017/03/20/advanced

Do we have any comparisons in performance between a 387 and a 165/6 dmu on same stretch?

 

[Tio Terry]

Went to Swindon and back today. Lot's of 387's in Reading depot and West Ealing sidings, looks like they are brand new.

 

[LNW-GW Joint]

Do we have any comparisons in performance between a 387 and a 165/6 dmu on same stretch?

If RTT is anything to go by, they all ran on the Reliefs, so there would be no opportunity for running over 100mph.
You can see the running times on RTT.

 

[Tio Terry]

And it ran, presumably on the Reliefs.
This is very good news, because it means NR is happy with both the infrastructure (Series 1 etc) and the train, at least at that speed and (presumably) with one pantograph, in normal traffic.
Much more important than which 800 ran on diesel to Bristol.
http://www.realtimetrains.co.uk/train/C21691/2017/03/20/advanced

NR are not happy with the train - when running on 25KV. There are EMC issues affecting lineside communications systems. This could also affect lineside neighbours.

 

[jyte]

NR are not happy with the train - when running on 25KV. There are EMC issues affecting lineside communications systems. This could also affect lineside neighbours.

Oh god.

I mean.

1) Hasn't the 387 been vigorously tested on 25Kv on the West Coast Mainline?
2) Isn't the 387 established stock? What the hell is going on? Why are there problems?

Sorry if the tone is slightly angry but I'm just a little bit annoyed by the endless issues with this project.

 

[Domh245]

Oh god.

I mean.

1) Hasn't the 387 been vigorously tested on 25Kv on the West Coast Mainline?
2) Isn't the 387 established stock? What the hell is going on? Why are there problems?

Sorry if the tone is slightly angry but I'm just a little bit annoyed by the endless issues with this project.

Perhaps if the 387s and 800s are fine on the ECML but not fine on the GWML, *maybe* it isn't the trains that are at fault?

 

[jyte]

Perhaps if the 387s and 800s are fine on the ECML but not fine on the GWML, *maybe* it isn't the trains that are at fault?

Which means maybe the Series 1 is.

Which...is worse?

 

[Domh245]

Which means maybe the Series 1 is.

Which...is worse?

Well, the electrical supply system perhaps, not necessarily the whole lot. I can't really see the physical electrification causing that much havoc (although I do seem to remember some discussion about this some time in the past - I may be wrong on that account).

But re-reading Tio Terry's post, it seems that the 387s are causing issues with the communications network, whilst the 800 problem seems to be with the traction kit onboard the train from what I remember, so it may not be that the electrical supply itself is faulty. But, clearly something (or perhaps a lack of something) is causing problems which isn't present on the ECML but is on the GWML - any ideas?

 

[jyte]

Well, the electrical supply system perhaps, not necessarily the whole lot. I can't really see the physical electrification causing that much havoc (although I do seem to remember some discussion about this some time in the past - I may be wrong on that account).

But re-reading Tio Terry's post, it seems that the 387s are causing issues with the communications network, whilst the 800 problem seems to be with the traction kit onboard the train from what I remember, so it may not be that the electrical supply itself is faulty. But, clearly something (or perhaps a lack of something) is causing problems which isn't present on the ECML but is on the GWML - any ideas?

ATF? Maybe the increased steelwork is a little bit more "resonant" to electromagnetic radiation?

I honestly can't think of anything else.

 

[LNW-GW Joint]

NR are not happy with the train - when running on 25KV. There are EMC issues affecting lineside communications systems. This could also affect lineside neighbours.

Do you mean problems today with 387s or previously with 800s (ie tripping the axle counters)?
If the same issues are present with 387s we are in trouble, and I'm surprised they were allowed to run in normal traffic today.
We ought to be clear what problems we are talking about.

 

[jyte]

Do you mean problems today with 387s or previously with 800s (ie tripping the axle counters)?
If the same issues are present with 387s we are in trouble, and I'm surprised they were allowed to run in normal traffic today.
We ought to be clear what problems we are talking about.

Waitwaitwait the 387s were tripping axle counters? Or were the 800s tripping axle counters?

How do you even trip an axle counter?

 

[Tio Terry]

Oh god.

I mean.

1) Hasn't the 387 been vigorously tested on 25Kv on the West Coast Mainline?
2) Isn't the 387 established stock? What the hell is going on? Why are there problems?

Sorry if the tone is slightly angry but I'm just a little bit annoyed by the endless issues with this project.

Nothing wrong with the 387, it's the IEP.

 

[Tio Terry]

Waitwaitwait the 387s were tripping axle counters? Or were the 800s tripping axle counters?

How do you even trip an axle counter?

No, you fail to trip an axle counter!

 

[Tio Terry]

Do you mean problems today with 387s or previously with 800s (ie tripping the axle counters)?
If the same issues are present with 387s we are in trouble, and I'm surprised they were allowed to run in normal traffic today.
We ought to be clear what problems we are talking about.

387's are fine, it's the 800's that are the problem.

 

[jyte]

No, you fail to trip an axle counter!

That's sort of what I mean actually!

Edit: Also why are the 800s not tripping the axle counters?