Great Western Electrification Progress

59CosG95

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Indefinitely paused at present.
Indeed - as discussed many moons ago on the thread, a bespoke design was developed for the retaining wall through there, but nothing similarly 'aesthetic' was developed for the approaches to Bath Spa on the viaducts either side. If anything ever was developed to that end, it never surfaced before the scheme west of Thingley was put on ice. Personally, I imagine something similar to this Czech design might have been used.download.jpeg
 
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Linda.smith

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6 Nov 2018
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Welcome to the Forum Linda. Looking forward to your contributions.
The following photos have been taken today ( severn tunnel junction ) And Newport Station last saturday
Welcome to the Forum Linda. Looking forward to your contributions.
thanks for that, have got recent photos of Severn tunnel junction, And newport station, will post after i have resized them
 

Meerkat

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It really is an outstandingly ugly and scruffy electrification system.
It’s really not going to do any favours when trying to get more electrification authorised - who would want that through their town?
 

JN114

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It really is an outstandingly ugly and scruffy electrification system.
It’s really not going to do any favours when trying to get more electrification authorised - who would want that through their town?
It’s operational infrastructure, it doesn’t matter what the locals say - see for example the long running saga in the Goring Gap Area of Outstanding Natural Beauty which amounted to a massive waste of taxpayers money on additional consultations and hearings and what not, only for the ruling to agree its within the railways permitted development rights.
 

Meerkat

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It does matter what the locals say if they are all telling their MP to tell Grayling they don’t want that stuff across their valley so his bi-mode idea is just ace!
 

coppercapped

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It’s operational infrastructure, it doesn’t matter what the locals say - see for example the long running saga in the Goring Gap Area of Outstanding Natural Beauty which amounted to a massive waste of taxpayers money on additional consultations and hearings and what not, only for the ruling to agree its within the railways permitted development rights.
It might be operational infrastructure - but it's appalling.

The railways also need to show that they are good neighbours - it helps if they have the support of the neighbours if they want to change things. And these monstrosities don't really help the railways' case.

(PS - I think they are part of a long term plan to make the railways less sensitive to weather. The whole line will be roofed over...)
 
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LNW-GW Joint

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The OHLE visual appearance in South Wales (100mph max) is no different from that on the 140mph design east of Bristol.
It could have been constructed with Series 2 equipment (as in the north west and Scotland) which is nothing like as intrusive.
This also applies to the branches (eg Reading-Newbury).
The MML electrification thread also has some photos of the slimmer and less dense OHLE design for that 125mph scheme north of Bedford.
 

oglord

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The OHLE visual appearance in South Wales (100mph max) is no different from that on the 140mph design east of Bristol.
Which allow for linespeed increases in the future. The main lines on the straights alongside Llanwern steelworks and between Duffryn and Rumney are currently only 90mph. The reliefs on the same stretches are a miserable 40mph.
 

59CosG95

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The OHLE visual appearance in South Wales (100mph max) is no different from that on the 140mph design east of Bristol.
It could have been constructed with Series 2 equipment (as in the north west and Scotland) which is nothing like as intrusive.
This also applies to the branches (eg Reading-Newbury).
The MML electrification thread also has some photos of the slimmer and less dense OHLE design for that 125mph scheme north of Bedford.
Which allow for linespeed increases in the future. The main lines on the straights alongside Llanwern steelworks and between Duffryn and Rumney are currently only 90mph. The reliefs on the same stretches are a miserable 40mph.
Perhaps the specification for "equipment to be used" was set in stone at the (ever-fluid) design stage i.e. Series 1 throughout, to keep ordering from a common source. The MML is using the UKMS catalogue, which has a lower max. speed of 125mph, as there was no perceived scope for 140mph (like there was on the GWML).
I suspect that, after the Series 1 farce, that any future project would use UKMS. Not sure if Didcot-Oxford or Chippenham/Filton Jct to Temple Meads would fall under that remit.
 

Ken H

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all this farce about sensitive overhead gear on GW, The Tweed Bridge had special supports approved by the Fine Arts Commission. Why cant the same design be used in sensitive locations on GW? Notwork rail reinventing the wheel again :(
 

jimm

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all this farce about sensitive overhead gear on GW, The Tweed Bridge had special supports approved by the Fine Arts Commission. Why cant the same design be used in sensitive locations on GW? Notwork rail reinventing the wheel again :(
It is being used on the GWML - on listed structures like Maidenhead Bridge, Moulsford Viaduct, etc.

Is it too hard to check first, before complaining about something that hasn't happened in the first place?

But that design is a portal type structure intended for bridges, not places like Sydney Gardens in Bath, which has a high retaining wall on one side of the track and is open to the park on the other side - hence the special design that was developed for there to sit next to the retaining wall.
 
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HowardGWR

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P1010014.JPG One hopes that not only Sydney Gardens but the whole Area of Outstanding Natural Beauty surrounding Bath from Saltford through to Box Tunnel will receive special treatment. Also the sensitive stretches along the Avon from Keynsham to St Annes will be treated the same, hopefully. Luckily the latter stretch is largely in tunnel, but the views from the opposite river bank towpath of the areas between the tunnels would be ruined if the big stuff were used. There is already dreadful security fencing thrown around the old pumping station between No 2 and No 3 tunnels. It would be good if that site were made safe and the fencing removed.
 

Wychwood93

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View attachment 56718 One hopes that not only Sydney Gardens but the whole Area of Outstanding Natural Beauty surrounding Bath from Saltford through to Box Tunnel will receive special treatment. Also the sensitive stretches along the Avon from Keynsham to St Annes will be treated the same, hopefully. Luckily the latter stretch is largely in tunnel, but the views from the opposite river bank towpath of the areas between the tunnels would be ruined if the big stuff were used. There is already dreadful security fencing thrown around the old pumping station between No 2 and No 3 tunnels. It would be good if that site were made safe and the fencing removed.
Dreadful! To say the least. I'm sure there is a green (colour) option available.
 

3973EXL

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2 Feb 2017
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After raising the parapets, and fully reopening the road, the rail side of Butts Hill Rd bridge now have finished cladding.
DSC01652.JPG DSC01653.JPG

And talking of colour options, the next bridge (Duffield Rd), was completed a few years ago!
DSC01643.JPG

Southbury Lane bridge, which had the parapets rebuilt and raised, was today having them raised further!
DSC01650.JPG DSC01649.JPG DSC01651.JPG
 

Right Away

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18 May 2016
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After having a look today, the gap in the catenary and contact wires on the down main at Christian Malford has now been fully wired and is now continuous on both lines all the way to Cocklebury Lane at Chippenham. ATF wires are also in place from Wootton Bassett as far as the transformer at Christian Malford. There are no ATF wires erected west of Christian Malford towards Chippenham.
 

deltic08

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26 Aug 2013
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Will the electrification go to Pewsey/Bedwyn eventually?
There was a chance as a diversion route to Bath and Bristol via Westbury and Trowbridge but now we have bimodes and a misguided approach to electrification, very doubtful.

All we can hope for is a change of Government.
 

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