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Great Western Electrification Progress

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alb1

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Yesterday's excitement was the discovery of an unexploded wartime bomb between Newport and Cardiff just before rush hour. Luckily for me I work right next to Cardiff's coach station and £6 later I was on my way home far earlier than I would otherwise have been.

The excitement came to an end when it was discovered not to be a bomb after all.

(Can't link at the moment but it's on the BBC news website, sorry)
 
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ANP1990

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Noticed, on my commute this morning, that the Acton dive under is now connected at both ends. It appears that some ballast and the remaining OHLE fittings is all that is required for completion.
 

snowball

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Yesterday's excitement was the discovery of an unexploded wartime bomb between Newport and Cardiff just before rush hour. Luckily for me I work right next to Cardiff's coach station and £6 later I was on my way home far earlier than I would otherwise have been.

The excitement came to an end when it was discovered not to be a bomb after all.

(Can't link at the moment but it's on the BBC news website, sorry)

It has its own thread:

http://www.railforums.co.uk/showthread.php?t=136445
 

YorkshireBear

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Noticed, on my commute this morning, that the Acton dive under is now connected at both ends. It appears that some ballast and the remaining OHLE fittings is all that is required for completion.

Not much ballast mind as its slab track through the dive under. It needs the signalling on top of the OLE but Modern Railways suggests that Early 2017 commisioning and use.
 

GRALISTAIR

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Any recent wiring activity? I have no trips booked to check for a while.

The Facebook page on Great Western Electrification has shown some great pics of the Severn Tunnel conductor bar going in. https://www.facebook.com/GWelectrification/?fref=ts

I follow the Facebook page and noted on Sunday pictures of action between Reading and Stockley Bridge Jct - long story short plenty of progress and work going on in multiple places at once (in parallel) so great news all around IMHO.
 
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I'm already lost as to which parts of the GWML are electrified and which parts of the line will be electrified by a certain date as they seem to change the dates of electrification by every 3-4 months.
 
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RobShipway

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I'm already lost as to which parts of the GWML are electrified and which parts of the line will be electrified by a certain date as they seem to change the dates of electrification by every 3-4 months.

I have to correct you, but the parts of what will be electrified seem to change every other week or that is what it looks to me when looking at the Facebook page.
 

GRALISTAIR

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I'm already lost as to which parts of the GWML are electrified and which parts of the line will be electrified by a certain date as they seem to change the dates of electrification by every 3-4 months.

I have to correct you, but the parts of what will be electrified seem to change every other week or that is what it looks to me when looking at the Facebook page.

And on those notes - noted in the last couple of minutes

https://www.facebook.com/GWelectrification/?hc_ref=NEWSFEED&fref=nf

DIDCOT complete ! whoa :D
 

reddragon

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Progress in simple terms: -

Paddington - Hayes - Airport Junc - Heathrow

In service by GW 387s, Connect 360s, Express 332s

Airport Junc - Maidenhead

Wiring up is under way, with some lengthy sections completed at West Drayton & Taplow - Burnham

A few posts missing on Maidenhead bridge.

In service from May 2017, but complete earlier (we hope)

Between Maidenhead & Reading

Posts up, fittings being added, exc Sonning Cutting which still has piling under way in places.

Completion is late 2017.

Reading Station

Posts have been up a while, but fittings are slowly going up from the Reading West end.

Reading Depot

Completed. Western connection is being wired up now.

Reading (Scours Lane) - Didcot

Completed - July (mains) September (reliefs)

Completion from Paddington to Didcot looks to be late 2017, with service from December (we hope)

Elsewhere

A few posts going up in the Thatcham - Newbury area

Posts going up west from Didcot

Severn Tunnel completion this weekend?

Bits & pieces (I can't keep up) elsewhere

Correct me if I get anything wrong!
 
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So is the Greenford branch getting electrified?

Also, heard on another forum that the Marlow branch is no longer getting electrified due to problem with the infrastructure around Bourne end area.
 

swt_passenger

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So is the Greenford branch getting electrified?
No it isn't, it has never been in the plans.

Also, heard on another forum that the Marlow branch is no longer getting electrified due to problem with the infrastructure around Bourne end area.
Been discussed numerous times, both earlier in this thread, and in another thread specifically about the problem.
http://www.railforums.co.uk/showthread.php?t=113919
The decision not to do it as part of the current project is 100% factual, as can be seen published in Network Rails enhancement milestones, the Jan 16 version post Hendy report pulled it.
 
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RobShipway

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No it isn't, it has never been in the plans.


Been discussed numerous times, both earlier in this thread, and in another thread specifically about the problem.
http://www.railforums.co.uk/showthread.php?t=113919
The decision not to do it as part of the current project is 100% factual, as can be seen published in Network Rails enhancement milestones, the Jan 16 version post Hendy report pulled it.

Also mentioned in the Thames Branches DVD from Video125 that the route if electrified would only be electrified to Bourne End as the signal junction for platform 1 does not allow more than a two coach train. So you would just have the class 387 trains working to Bourne End into Platform 2, with then having to change to a class 165 shuttle train to Marlow.

Progress in simple terms: -

Paddington - Hayes - Airport Junc - Heathrow

In service by GW 387s, Connect 360s, Express 332s

Airport Junc - Maidenhead

Wiring up is under way, with some lengthy sections completed at West Drayton & Taplow - Burnham

A few posts missing on Maidenhead bridge.

In service from May 2017, but complete earlier (we hope)

Between Maidenhead & Reading

Posts up, fittings being added, exc Sonning Cutting which still has piling under way in places.

Completion is late 2017.

Reading Station

Posts have been up a while, but fittings are slowly going up from the Reading West end.

Reading Depot

Completed. Western connection is being wired up now.

Reading (Scours Lane) - Didcot

Completed - July (mains) September (reliefs)

Completion from Paddington to Didcot looks to be late 2017, with service from December (we hope)

Elsewhere

A few posts going up in the Thatcham - Newbury area

Posts going up west from Didcot

Severn Tunnel completion this weekend?

Bits & pieces (I can't keep up) elsewhere

Correct me if I get anything wrong!

I am sure I read on GWR website that they expect to be running the class 387 trains to Maidenhead, if not Reading by May 2017?
 
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leomartin125

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Also mentioned in the Thames Branches DVD from Video125 that the route if electrified would only be electrified to Bourne End as the signal junction for platform 1 does not allow more than a two coach train. So you would just have the class 387 trains working to Bourne End into Platform 2, with then having to change to a class 165 shuttle train to Marlow.



I am sure I read on GWR website that they expect to be running the class 387 trains to Maidenhead, if not Reading by May 2017?

"If not Reading by May 2017" .... You do realise they have only just started piling at Sonning Cutting right? The date is May 2017 and its to Maidenhead and not to Reading. Reading will be served by 387's by the end of Autumn 2017, into Winter 2017 most likely. All you need to consider for 387's to work to Maidenhead is the completion of the Airport Junction to Maidenhead scheme of the Electrification, which is under Crossrail anyway not GWML Electrification.

And the problem with the Marlow line involves the fact that trains reverse at Bourne End too, so the problem won't be solved by electrification. At least not anytime soon so no point speculating.
 
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59CosG95

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Also mentioned in the Thames Branches DVD from Video125 that the route if electrified would only be electrified to Bourne End as the signal junction for platform 1 does not allow more than a two coach train. So you would just have the class 387 trains working to Bourne End into Platform 2, with then having to change to a class 165 shuttle train to Marlow.

That sounds to me like the operational equivalent of a brain aneurysm.:lol:
 

coppercapped

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"If not Reading by May 2017" .... You do realise they have only just started piling at Sonning Cutting right? The date is May 2017 and its to Maidenhead and not to Reading. Reading will be served by 387's by the end of Autumn 2017, into Winter 2017 most likely. All you need to consider for 387's to work to Maidenhead is the completion of the Airport Junction to Maidenhead scheme of the Electrification, which is under Crossrail anyway not GWML Electrification.

And the problem with the Marlow line involves the fact that trains reverse at Bourne End too, so the problem won't be solved by electrification. At least not anytime soon so no point speculating.

I travelled up to London last Monday afternoon. I noticed that since my previous journey about three weeks earlier there are what looked like tubular portal structures on the Kennet bridge, and most of the stanchions were in place up to the start of Sonning Cutting. As far as I could see on the north side of the route there were probably three or four foundations still to completed and many shiny new masts were visible in the cutting itself -I'm guessing on the basis of one visit from an HST that took 4 minutes and 37 seconds to pass Twyford from a Reading start (who are these people that maintain that HSTs don't accelerate well?) that there are about ten missing masts between the western end of Sonning Cutting and Twyford.
 

smiffy9373

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I think the official date for Padd to Reading is Dec 2017 however I believe they are aiming for May 2017. From what I've seen so far, considering the amount of work they're doing every night it's certainly possible for a May switch on.
 

cactustwirly

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"If not Reading by May 2017" .... You do realise they have only just started piling at Sonning Cutting right? The date is May 2017 and its to Maidenhead and not to Reading. Reading will be served by 387's by the end of Autumn 2017, into Winter 2017 most likely. All you need to consider for 387's to work to Maidenhead is the completion of the Airport Junction to Maidenhead scheme of the Electrification, which is under Crossrail anyway not GWML Electrification.

And the problem with the Marlow line involves the fact that trains reverse at Bourne End too, so the problem won't be solved by electrification. At least not anytime soon so no point speculating.

Yes but the area round Twyford has had a lot of progress, including piling through the station.
 

jimm

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Tension arms now starting to appear on the steelwork on the main lines flyover at Reading.
 

GazK

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Tension arms now starting to appear on the steelwork on the main lines flyover at Reading.
You mean registration arms presumably. They don't provide tension, the tensorex springs at each end of the wire run do that. They are there to control the horizontal position of the contact wire at each structure.

Sent from my HTC One_M8 using Tapatalk
 

snowball

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You mean registration arms presumably. They don't provide tension, the tensorex springs at each end of the wire run do that. They are there to control the horizontal position of the contact wire at each structure.

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Half of them must be in tension because they're pulling the wire to one side. The other half must be in compression.
 

Domh245

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Half of them must be in tension because they're pulling the wire to one side. The other half must be in compression.

I'm fairly sure that the stagger is achieved by rotating the arm around the wire, rather than having arms alternately in tension and compression. Eg at Didcot.
 

HowardGWR

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I'm fairly sure that the stagger is achieved by rotating the arm around the wire, rather than having arms alternately in tension and compression.

What would be great for we 'electrics-challenged' members is a diagram / sketch that gives a kid's guide to OLE with explanation of terms.

Any offers?
 

jimm

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You mean registration arms presumably. They don't provide tension, the tensorex springs at each end of the wire run do that. They are there to control the horizontal position of the contact wire at each structure.

Yes.

What would be great for we 'electrics-challenged' members is a diagram / sketch that gives a kid's guide to OLE with explanation of terms.

Any offers?

Series 1 overhead diagram is on page 3 of the document linked to by GRALISTAIR

Diagrams for earlier types of 25kv

http://www.railway-technical.com/ohl001.gif
http://computationalnonlinear.asmed...g/data/Journals/JCNDDM/28998/041008_1_f3.jpeg

This picture shows the two types together at Old Dalby

http://www.old-dalby.com/images/14-02-03_new registration arm.jpg
 
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GazK

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Half of them must be in tension because they're pulling the wire to one side. The other half must be in compression.
They are *lightly* in tension - usually significantly less than the 2.5kN load limit for the Series 1 registration arm, which is a tiny load compared to the 16.5kN tension in the contact wire. There is a special arm capable of taking a small compression load but thats rarely used because it may perform less well.

My point was that they are not called tension arms, and thats because their purpose is not to provide tension. They are there to register the contact wire, i.e. provide horizontal restraint. Hence "registration".

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--- old post above --- --- new post below ---
oh god, the Alan Baxter report is in the public domain. *shudders*

Health warning: that document was not written by an OLE engineer, and although it has some good stuff it also contains a number of factual errors. For instance it talks about 2.75m public area clearance when the UK standard (GL/RT1210, available on RSSB website) now require 3.5m.

If the forum can hold on about a month I will be publishing a free ebook on the subject which is more comprehensive, factually correct and importantly has been written and peer-reviewed by electrification engineers. Give me a prod mid November if a link hasnt appeared here.

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--- old post above --- --- new post below ---
I'm fairly sure that the stagger is achieved by rotating the arm around the wire, rather than having arms alternately in tension and compression. Eg at Didcot.
yes you're correct. We don't put reg arms in compression if we can possibly avoid it because it can result in an area of increased stiffness which can affect dynamic performance.

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