This must be the first time that the phrase 'too much power' has been used in relation to class80X on diesel power!But sometimes power is your enemy, unless you are able to apply it very carefully and subtly, just as it is with braking.
Rob
This must be the first time that the phrase 'too much power' has been used in relation to class80X on diesel power!But sometimes power is your enemy, unless you are able to apply it very carefully and subtly, just as it is with braking.
That's why I asked about wheelslip protection.But sometimes power is your enemy, unless you are able to apply it very carefully and subtly, just as it is with braking.
Good to see 800002 on AC test run through Reading about 1300.
Good to see 800002 on AC test run through Reading about 1300.
This should really be in another thread, but (mods, please turn a blind eye!) here goes...I would have thought the greater percentage of powered axles would give them an advantage over HSTs.
I assume they have wheelslip protection systems?
What is getting ridiculous is your habit of not bothering to read other people's posts and then asking over and over about points that have already been answered.
As I have posted several times, the 180s will be replaced from January 2 by five-car Class 800s, the type of IET which will do the bulk of the work on the Cotswold Line in the future. They also will also be replacing Turbo duties over the course of next year as more 800s enter service. Someone else may know at what point nine-car 802s will start to appear in the peaks.
And this thread is about the GW electrification project, not the rolling stock. There are threads about both Class 800s and Class 387s in the rolling stock areas.
It should be obvious to you that many posters on here work for the railways and hence have inside knowledge.
If you are rude to them & question their information, they will stop posting it.
If you read the posts, you can easily work out who know and who make stuff up / guess the facts
Some of the information is in the public domain if you care to look. If you look at North Pole depot on RTT in January you will see that 5W12 & 5W14 originate from there and therefore are currently planned to be IET (hst would originate from Old Oak Common). These two ECS trains then do 1W12 & 1W14 along the North Cotswold route. Now plans can be changed, but it is clear that at this stage the intention is for IET to work some of the North Cotswold trains as mentioned upthread.
http://www.realtimetrains.co.uk/sea...0/0200-0159?stp=WVS&show=all&order=wtt&toc=GW
Cow Lane railway bridge in Reading demolished
A railway bridge in Reading regularly blamed for causing long traffic queues has been demolished.
The work to remove Cow Lane railway bridge is part of a plan to build a road which can accommodate two-way traffic.
Cow Lane was closed during the weekend as engineers brought the structure down, and reopened at 05:00 GMT on Monday.
The work is due to be completed in August 2018.
Can I remind members that this thread is entitled "Great Western Electrification Progress", there are other threads available for rolling stock discussion.
From the Berkshire BBC news page.
http://www.bbc.co.uk/news/av/uk-eng...cow-lane-railway-bridge-in-reading-demolished
Does that mean all of platforms 7 to 15 at Reading are now live and usable by AC traction? If so that is a cause for celebration.yes... problems at Ladbroke Grove did not affect testing. Multiple Slough-Didcot runs from 0100 to 0930 with IEP and 387.
I'd disagree; it may not seem like it has a direct impact on the wiring, but the risk of disruption to the GWEP programme, should the bridge reconstruction be hampered in any way, shape or form, is still high. Any bridge-related farces might be a contributory factor to further wiring delays.Interesting but nothing to do with electrification.
Indeed it does, if P7-15 are now live.Does that mean all of platforms 7 to 15 at Reading are now live and usable by AC traction? If so that is a cause for celebration.
No change since it was deferred a year ago. It may get reactivated as a project for the next Control Period (CP6, 2019-24) but this is not guaranteed. The same applies to the two approaches to Bristol TM and the Windsor and Henley branches.Any update on the postponed Oxford electrification?
Watch for the award of the resignalling contracts for Bristol/Oxford first.No change since it was deferred a year ago. It may get reactivated as a project for the next Control Period (CP6, 2019-24) but this is not guaranteed. The same applies to the two approaches to Bristol TM and the Windsor and Henley branches.
Indeed it does, if P7-15 are now live.
Apart from me, yes!Does that make it the only thing alive in Reading?
Apart from me, yes!
(...and that only some of the time!)
Well, if you insisted on tying a thread around it and then slamming the door...Stop it, I'm in agony tonite after having a wisdom tooth out and your making me dribble all over my keyboard trying to laugh.
No change since it was deferred a year ago. It may get reactivated as a project for the next Control Period (CP6, 2019-24) but this is not guaranteed. The same applies to the two approaches to Bristol TM and the Windsor and Henley branches.
Does that make it the only thing alive in Reading?
Since the summer the new Stoke Gifford workstation has covered the bits of Bristol PSB which are getting electrified at the moment. Not sure how firm or imminent plans for the rest of the box, but I suspect the answer is "not very" to both.Isn't Bristol being resignalled at the moment ?
Watch for the award of the resignalling contracts for Bristol/Oxford first.
Everything should follow on from that.
Letting of contracts? For crying out loud, there are new signals already installed all over the place in the Oxford area and from there to Didcot, some already in use, some bagged over awaiting commissioning, new cabling laid, new equipment cabinets installed, etc... all due for completion in a blockade next summer, along with associated track alterations in the station stabling sidings and at Oxford North junction. Control will switch to the signalling centre at Didcot.
Bristol area work is also under way, as noted above - others will presumably know the overall state of progress there.
The lines being electrified embrace most of the main lines on the Bristol Panel, ending at Temple Meads. There are no proposals to electrify beyond Temple Meads, so there is no technical requirement to immunise the signalling beyond, but it makes sense to extend the new signalling to Parson Street Jn, the junction for the Portbury Dock freight line and soon to be reopened passenger line to Portishead. However, this leaves the route south of Temple Meads, which will remain to be signalled by Bristol Panel for the moment.