Great Western Electrification Progress

[SpacePhoenix]

Assuming that the testing of Maidenhead-Reading goes ok, will the 387s be able to run to Reading in service this side if Xmas?

 

[3973EXL]

Short update to confirm the missing section of ATF wire adjacent to the Festival line at the station end is up.

Down West Curve still missing a contact wire run.

 

[jimm]

Assuming that the testing of Maidenhead-Reading goes ok, will the 387s be able to run to Reading in service this side if Xmas?

Can't see it - the 25kv west of Maidenhead is not passed for passenger service yet and the deadline for that to happen set out in Network Rail's enhancement plan remains the end of this year.

And GWR's focus will be on making sure that the timetable change taking 387s to Reading and Didcot at the start of January, and things that are related to this, all work out. These include starting an Oxford-Didcot Turbo shuttle to connect with the 387s and service changes around Bristol resulting from the arrival of more Turbos freed up by the 387s. There will also be an increase in Class 800 operations, with them starting work on Oxford and Cotswold Line services in place of the Class 180s, which leave GWR at Christmas.

 

[reddragon]

Assuming that the testing of Maidenhead-Reading goes ok, will the 387s be able to run to Reading in service this side if Xmas?

Network Rail will test all lines and pass them.

Hitachi will test their 800's & GWR their 387s, first under possession and then under live operational environment.

Approvals will be obtained.

Driver training will start.

800's enter service on 16th October and we can see how much is operational by then.

The GWR priority is obviously the 800's but who knows, odd 387s might appear earlier as have all the other last minute extensions of use of the 387s!

Have patience.

 

[veryoldbear]

I'd really like to thank everybody for this thread and forum. It's the best source of information I know of, as the NR website is singularly uninformative and rarely updated.

 

[JN114]

Assuming that the testing of Maidenhead-Reading goes ok, will the 387s be able to run to Reading in service this side if Xmas?

Final sign off of the OHLE west of Maidenhead and its various emergency control arrangements isn't due to take place until a possession on December 27th - at least that's the date that had been briefed to us. Until that's done you won't see ANY electric passenger services west of Maidenhead.

There is the remote possibility of that date being brought forward, but I don't think it's likely. Besides which there aren't any workings where you could substitute a 387 for a 16x without majorly shuffling the pack around w/regard to diagramming. Better to save that for the Big Bang timetable change in January.

 

[reddragon]

Final sign off of the OHLE west of Maidenhead and its various emergency control arrangements isn't due to take place until a possession on December 27th - at least that's the date that had been briefed to us. Until that's done you won't see ANY electric passenger services west of Maidenhead.

There is the remote possibility of that date being brought forward, but I don't think it's likely. Besides which there aren't any workings where you could substitute a 387 for a 16x without majorly shuffling the pack around w/regard to diagramming. Better to save that for the Big Bang timetable change in January.

So, less than a week to train the drivers, get things working!

Bit tight!!

 

[Malcolmffc]

So, less than a week to train the drivers, get things working!

Bit tight!!

The drivers will already have the route knowledge and experience of driving 387s between Pads and Maidenhead, so it’s just a case of combining the two

 

[Mintona]

I noticed this morning that a short section around mile 68 is entirely wired on both the up and down mains. I didn't spot this on Monday so presume it has been done overnight this week. This is the first section between Uffington and Swindon to be wired.

 

[JN114]

So, less than a week to train the drivers, get things working!

Bit tight!!

ORR sign off just prevents passenger trains running.

 

[nlogax]

As a (still vaguely related) aside, I saw this article earlier;

The next generation of trains running on the Westcountry main line could use electric power to speed up the region’s steep hills, under plans being explored.
GWR’s new Hitachi Intercity Express trains, which will arrive in the Westcountry from next year, are capable of switching seamlessly between diesel and electric power.

Now the Peninsula Rail Task Force is asking for £600,000 of funding to continue its study into speeding up services.

http://www.plymouthherald.co.uk/news/spot-electrification-could-speed-trains-496964

F&F's Noel Dolphin also mentioned an RIA discussion about this proposal on his Twitter feed. So.. what's the real likelihood of this sort of tactical infill wiring happening down through Somerset and into Devon?

(mods, pls feel free to move this to another thread if appropriate)

 

[GRALISTAIR]

As a (still vaguely related) aside, I saw this article earlier;
http://www.plymouthherald.co.uk/news/spot-electrification-could-speed-trains-496964

F&F's Noel Dolphin also mentioned an RIA discussion about this proposal on his Twitter feed. So.. what's the real likelihood of this sort of tactical infill wiring happening down through Somerset and into Devon?

(mods, pls feel free to move this to another thread if appropriate)

I don't get a vote and am not a moderator, but I would love a separate thread on this - Somerset-Cornwall Spot Electrification - or similar

 

[snowball]

I don't get a vote and am not a moderator, but I would love a separate thread on this - Somerset-Cornwall Spot Electrification - or similar

Using your own pinned thread, I find this thread, but as so often with old threads on this forum, it's closed:

www.railforums.co.uk/showthread.php?t=118418

 

[GRALISTAIR]

I don't get a vote and am not a moderator, but I would love a separate thread on this - Somerset-Cornwall Spot Electrification - or similar

Using your own pinned thread, I find this thread, but as so often with old threads on this forum, it's closed:

www.railforums.co.uk/showthread.php?t=118418

hhmmm - I will be patient and await a moderator decision - reopen old -start a new -rely on the pinned thread - a new announcement cited may change things a little.

 

[snowball]

If you have something to post on a subject, I suggest you make your own decision - either start a new thread or contact the mods to ask them to unlock the old one. Otherwise they may not get round to noticing.

 

[themiller]

As a (still vaguely related) aside, I saw this article earlier;



http://www.plymouthherald.co.uk/news/spot-electrification-could-speed-trains-496964

F&F's Noel Dolphin also mentioned an RIA discussion about this proposal on his Twitter feed. So.. what's the real likelihood of this sort of tactical infill wiring happening down through Somerset and into Devon?

(mods, pls feel free to move this to another thread if appropriate)

I was wondering if NR would wire a couple of miles west from Cardiff and east from Swansea to allow the 800s to accelerate under electric power from the stations and reduce emissions and noise in the station areas. It could also improve the financial case for wiring the bit in the middle.

 

[jimm]

I was wondering if NR would wire a couple of miles west from Cardiff and east from Swansea to allow the 800s to accelerate under electric power from the stations and reduce emissions and noise in the station areas. It could also improve the financial case for wiring the bit in the middle.

It wouldn't surprise me if at Cardiff they wire a section west of the station and do the triangle around Canton depot to allow a train to be turned if necessary, plus some of the sidings at Canton for stabling - in the same way electrification at Newport will apparently include the triangle east of the river and a short bit of the Hereford route - installation of the steel uprights here was noted some way back up this thread.

At Cardiff you won't need any extra power supply kit as it is simply an extension to the existing wires but at Swansea you would need to provide a supply and I can't see anyone is going to bother there for one train per hour most of the day, unless it would be possible to tap into the supply at Maliphant depot.

 

[Mollman]

I was wondering if NR would wire a couple of miles west from Cardiff and east from Swansea to allow the 800s to accelerate under electric power from the stations and reduce emissions and noise in the station areas. It could also improve the financial case for wiring the bit in the middle.

Depending what happens with the South Wales Metro, the wires may reach Bridgend.

 

[Wilts Wanderer]

The recent wiring proposal for Cardiff Central wires the platforms and through roads, and lines A, B and E at Cardiff West Jn as well as the Brickyard Siding, and nothing else. Assumption is that power change will occur while stationary in the platforms.

 

[themiller]

It wouldn't surprise me if at Cardiff they wire a section west of the station and do the triangle around Canton depot to allow a train to be turned if necessary, plus some of the sidings at Canton for stabling - in the same way electrification at Newport will apparently include the triangle east of the river and a short bit of the Hereford route - installation of the steel uprights here was noted some way back up this thread.

At Cardiff you won't need any extra power supply kit as it is simply an extension to the existing wires but at Swansea you would need to provide a supply and I can't see anyone is going to bother there for one train per hour most of the day, unless it would be possible to tap into the supply at Maliphant depot.

As I understand, the depot is wired and that is needed to be live for testing the train sets so could the depot power the station an a mile or two at least until the knitting is filled in between Cardiff and Swansea?

 

[Pacerpilot]

The depot has stanchions but no wiring. No sign of a substation that I've seen ether.

 

[TwistedMentat]

So a question I haven't found a clear answer for. Is the catenery between Maidenhead and Reading live now?

 

[coppercapped]

So a question I haven't found a clear answer for. Is the catenery between Maidenhead and Reading live now?

I can't give you a clear answer I'm afraid - but I suspect not.

My reason is given in GWR's planned engineering work web page. This states that:

Electrification work in the Reading area

Sunday mornings from 24 September to 5 November

New GWR electric trains will be running through Reading soon. To prepare for this, Network Rail need to test the overhead wires in the area.

Replacement buses will run on all routes through Reading, and some long-distance trains will be diverted resulting in longer journey times.

Sundays from 24 September to 22 October until 12:25

Sundays 29 October and 5 November until 10:25

Trains will run on the following routes:

• Bristol Temple Meads to Didcot Parkway/Oxford
• Newbury to Exeter and mainline stations in Devon and Cornwall
• Theale to Newbury/Bedwyn
• Didcot Parkway to Oxford and stations to Worcester
• London Paddington to Maidenhead

Replacement buses will run on the following routes:

• Reading to Maidenhead
• Reading to Reading West, Theale, Newbury
• Reading to Tilehurst, Pangbourne, Goring & Streatley, Cholsey, Didcot Parkway
• Reading to Reading West, Mortimer, Bramley, Basingstoke
• Slough to Newbury
• Maidenhead to Twyford
• Twyford to Wargrave, Shiplake, Henley-on-Thames

My conclusion is that the electrification work is not yet complete.

 

[FGW_DID]

So a question I haven't found a clear answer for. Is the catenery between Maidenhead and Reading live now?

It is "Live" and to be treated as such WEF 16/9/17.

Just don't expect to see any electric traction over that section

 

[steverailer]

I can't give you a clear answer I'm afraid - but I suspect not.

My reason is given in GWR's planned engineering work web page. This states that:



My conclusion is that the electrification work is not yet complete.

If it works the same way as they did the Didcot area, it will be treated as live but not actually powered up all the time.

They do the first switch on to check all ok, then switch off and earth out. It is then left off unless required for any testing, and C forms are issued for any works carried out. Eventually, (think it was about 6 weeks at Didcot) its powered up all the time and normal possession procedures occur for switching of and earthing each night.

They do this to save time while they are doing the main tweaking and final installations that are missing. The press release will probably for when the actual test trains will be running to test the OLE

 

[TwistedMentat]

It is "Live" and to be treated as such WEF 16/9/17.

Just don't expect to see any electric traction over that section

If it works the same way as they did the Didcot area, it will be treated as live but not actually powered up all the time.

They do the first switch on to check all ok, then switch off and earth out. It is then left off unless required for any testing, and C forms are issued for any works carried out. Eventually, (think it was about 6 weeks at Didcot) its powered up all the time and normal possession procedures occur for switching of and earthing each night.

They do this to save time while they are doing the main tweaking and final installations that are missing. The press release will probably for when the actual test trains will be running to test the OLE

I can't give you a clear answer I'm afraid - but I suspect not.

My reason is given in GWR's planned engineering work web page. This states that:



My conclusion is that the electrification work is not yet complete.

Cheers

 

[jayah]

I was wondering if NR would wire a couple of miles west from Cardiff and east from Swansea to allow the 800s to accelerate under electric power from the stations and reduce emissions and noise in the station areas. It could also improve the financial case for wiring the bit in the middle.

At the sort of line speeds around Cardiff or Plymouth I doubt it will make a difference to anything except fuel consumpton in unmuzzled mode.

If they hadn't bought IEP but a HST type replacement it might have been worth it, or if they were doing it at Chippenham or Didcot.

As for the Devon Banks the speed is very low and even 30 miles would still come to hundreds of millions of £.

 

[jimm]

At the sort of line speeds around Cardiff or Plymouth I doubt it will make a difference to anything except fuel consumpton in unmuzzled mode.

If they hadn't bought IEP but a HST type replacement it might have been worth it, or if they were doing it at Chippenham or Didcot.

As for the Devon Banks the speed is very low and even 30 miles would still come to hundreds of millions of £.

Where do you get your figures from?

Even Network Rail might struggle to spend that much on 30 miles of wiring.

The Shotts route electrification contract awarded by Network Rail to Carillion at the start of this year is £49m for 75 track-kilometres or 46 miles. This excludes work on bridge clearances, which is a separate contract, but covers pretty much everything else.

http://www.railwaygazette.com/news/...rds-shotts-line-electrification-contract.html

 

[ainsworth74]

The depot has stanchions but no wiring. No sign of a substation that I've seen ether.

I sort of suspect that the plan for the depot would have been for it to draw power from the same feed that would have fed Swansea and Cardiff and not its power supply.

 

[jayah]

Where do you get your figures from?

Even Network Rail might struggle to spend that much on 30 miles of wiring.

The Shotts route electrification contract awarded by Network Rail to Carillion at the start of this year is £49m for 75 track-kilometres or 46 miles. This excludes work on bridge clearances, which is a separate contract, but covers pretty much everything else.

http://www.railwaygazette.com/news/...rds-shotts-line-electrification-contract.html

Roger Ford's write up puts current costs at £1.7m per track km. The abandoned Cardiff to Swansea electrification was also in the hundreds of millions of £.

The Shotts contract only looks to cover catenary as part of a £160m package on the route.