Great Western Electrification Progress

[Philip Phlopp]

They are tensioned with tensorex units (so yes, spiral springs). The main advantages are their compact size and the fact that they can be installed above the lines rather than off to the side - which was one of the requirements of the series 1 OHLE.

We have eliminated tail wires so a dewirement doesn't damage adjacent lines where the tail wires are threaded through or over the adjacent catenary.

 

[Mordac]

Have they definitely abandoned electrifying the Marlow branch?

 

[snowball]

Have they definitely abandoned electrifying the Marlow branch?

The Hendy update, March version, says

Thames Valley Branch Lines Electrification

Details
Project reference code: W003a
HLOS driver: Other electrification projects
Operating route: Western, Wessex
Last updated: March 2016

CP5 output driver
Following approval for the electrification of the Great Western Main Line (GWML), there is an opportunity to also electrify the two Thames Valley branch lines (listed below) enabling a significant switch to electrified services for commuting in the Thames Valley from the Berkshire and Oxfordshire catchments. The projects will facilitate replacement of diesel trains for cascade to the West, providing additional capacity for both the Thames Valley and the West of England.

Network Rail’s Obligation

- Deliver a 25kv AC electrification solution for the Twyford to Henley-on Thames, Slough to Windsor and Eton Central to enable electric traction to
operate.

- For the avoidance of doubt, electrification of Maidenhead to Bourne End and Marlow branch lines is not included, but Network Rail will support Great Western Railway and other stakeholders to develop their capacity improvements proposals for this section

Scope of works

Develop 25kv AC electrification solution (including gauging and structures
clearance) for:
̶ Twyford to Henley-on-Thames
̶ Slough to Windsor & Eton Central.

This project does not include associated ancillary works necessary to enable the introduction and operation of electric trains and other electric traction (e.g. rolling stock clearance, depots / stabling works or platform lengthening as a result of the operation of electric trains).

 

[jimm]

Observations from today between Didcot and Reading:

Wasn't able to see all the lines, due to seating positions, but there is now wire across the Thames bridge at Gatehampton on at least the Didcot-bound fast line and Reading-bound relief. North of the river at Moulsford there wires are up now most of the way to Cholsey station and more wires are in place just north of the station, linking up with the ones installed previously that that run up to South Moreton.

Also, the first autotransformer wire has been installed in the Beale Park and Lower Basildon area.

 

[Class 170101]

I would have thought all the barnches between London ad Reading would have been suitable for a Paisley Canal style wiring scheme.

 

[swt_passenger]

I would have thought all the barnches between London ad Reading would have been suitable for a Paisley Canal style wiring scheme.

Wiring standards are completely irrelevant - the problem is due to rolling stock, namely the lack of any 2 car AC EMUs.

 

[Class 170101]

Wiring standards are completely irrelevant - the problem is due to rolling stock, namely the lack of any 2 car AC EMUs.

I think it was said that Greenford, Windsor, Henly and Bourne End would be suitable for three. Marlow however is a pain though didn't some one suggest it could be made to work?

 

[swt_passenger]

I think it was said that Greenford, Windsor, Henly and Bourne End would be suitable for three. Marlow however is a pain though didn't some one suggest it could be made to work?

Greenford has never been planned for electrification AFAIK.
I also believe that someone's theory about three cars to Marlow didn't survive the ensuing discussion, but I haven't found it again. It'll probably be in its own Marlow thread.

Why do Henley and Windsor need to be involved in the problem anyway?

 

[hwl]

I think it was said that Greenford, Windsor, Henly and Bourne End would be suitable for three. Marlow however is a pain though didn't some one suggest it could be made to work?

Henley should be good for 6car if it doesn't use the bay at Twyford

 

[snowball]

I also believe that someone's theory about three cars to Marlow didn't survive the ensuing discussion, but I haven't found it again. It'll probably be in its own Marlow thread.

There's this thread about Marlow electrification but it's 12 pages to look through:

www.railforums.co.uk/showthread.php?t=113919

 

[SpacePhoenix]

Would the traffic levels even justify the cost of electrifying the Marlow branch?

 

[edwin_m]

Would the traffic levels even justify the cost of electrifying the Marlow branch?

It would seem logical to electrify the Marlow and Greenford branches if all other routes nearby were electrified, simply to avoid the cost and hassle of bringing a DMU in from somewhere distant every day. Network Southeast did this with the St Albans Abbey line and a few others. However that doesn't apply if non-standard stock is needed as at Marlow. Greenford was rumoured to be going over to the Overground, although I would have thought Chiltern was most logical as the main (only) future operator of DMUs in the vicinity.

 

[jimm]

Pictures of some of the first uprights for catenary installed between Reading and Thatcham, referred to back up the thread. Seen from the Brimpton road bridge between Thatcham and Woolhampton.

http://hondawanderer.com/43154_Brimpron_2016.htm

http://hondawanderer.com/43187_Brimpton_2016.htm

 

[Mordac]

There's this thread about Marlow electrification but it's 12 pages to look through:

www.railforums.co.uk/showthread.php?t=113919

I really cba reading through 12 pages right now. Did anyone consider taking the middle car out of a class 314 (which will be going off-lease soon) and use that to operate it? Would seem to obviate the 3 car problem, and would be a good use of trains that would otherwise probably face the cutter's torch.

 

[Julia]

Did anyone consider taking the middle car out of a class 314 ... and use that to operate it?

You mean the car with the pan on it?

 

[Nippy]

You mean the car with the pan on it?

:roll:

 

[GRALISTAIR]

Have they definitely abandoned electrifying the Marlow branch?

Wiring standards are completely irrelevant - the problem is due to rolling stock, namely the lack of any 2 car AC EMUs.

Did anyone consider taking the middle car out of a class 314 (which will be going off-lease soon) and use that to operate it? Would seem to obviate the 3 car problem, and would be a good use of trains that would otherwise probably face the cutter's torch.

You mean the car with the pan on it?

:roll:

Not sure why nippy has rolled the eyes. Seemed at first a potential solution but not of course doable. You would have to have two DMSOs - and no pant hence not doable. You could not just remove one of the DMSOs and you would obviously have to have the PTSO.

 

[Nippy]

I rolled my eyes at the suggestion of a three car AC EMU being reduced to a two car EMU by removing the Pantograph coach.

 

[GRALISTAIR]

I rolled my eyes at the suggestion of a three car AC EMU being reduced to a two car EMU by removing the Pantograph coach.

I now understand -sorry. Yes - the answer had not been thought through thoroughly.

 

[NotATrainspott]

It would be cheaper to buy a set of bogied PPMs for the Marlow-Bourne End section than it would be to re-design a modern EMU design to allow 2 car running. They would be so much cheaper to run it might even be feasible to increase frequencies by adding in a passing loop.

 

[jopsuk]

Or for real fun, convert to a tram way and run it all the way to Marlow-High Wycombe. With a longer platform at Bourne End, now there's no junction, for trains from the mainline

 

[59CosG95]

Or for real fun, convert to a tram way and run it all the way to Marlow-High Wycombe. With a longer platform at Bourne End, now there's no junction, for trains from the mainline

Well, it's not a bad idea, we do have some T69s going spare at Long Marston...

 

[Ploughman]

I think the branch would be most suitable for heritage traction in the form of a 141 / 142.
Would not need to be stabled too far away as no one else would it.

 

[jimm]

Fascinating though this is, maybe anyone wanting to continue discussing the Marlow branch and electrification could do so in the thread about the Marlow branch and electrification that snowball has already pointed out www.railforums.co.uk/showthread.php?t=113919

 

[MarlowDonkey]

I think the branch would be most suitable for heritage traction in the form of a 141 / 142.

Appropriate heritage traction would be a 121 or before that, a 14xx and an autocoach. It's going to look that way in any case, with an "old" diesel 165 connecting with the shiny new Crossrail trains and whatever gets drafted in for non-Crossrail services at Maidenhead.

 

[HowardGWR]

I rolled my eyes at the suggestion of a three car AC EMU being reduced to a two car EMU by removing the Pantograph coach.

I think Julia was being sarcastic, so it was a 'whoosh' reply, possibly?

 

[reddragon]

It is quite strange standing on Pangbourne station now and seeing it fully wired, the first to be completed. There are some fittings above the gantries that look as if the are to be wired though

East to Reading, all 4 tracks are wired to just east of New Hill bridge (1km more than when I last looked) and at least the 2 down tracks are wired as far as The Roebuck in Tilehurst just west of the station.

A return cable continues on on the south side to Scours Lane.

The fast tracks look ready for wiring up east to Scours Lane apart from 1 missing set of fittings in Tilehurst Station.

The is NO activity between Scours Lane and the west end of Reading depot, with the untouched portals put up as part of the Reading Station works. This leaves a tantalising small gap to the depot.

 

[smiffy9373]

Apart from the section through Goring station the Up Relief is now wired all the way from Moreton Cutting through to Tilehurst West.

 

[steevp]

Thanks for the progress reports guys - feels like progress too

 

[reddragon]

The platform length at Bourne end between the old level crossing and the branch points in currently 80m (3 car 165). Marlow is 70m. I think only 2-car units use the branch and the curve is very tight due to the vicinity of the Thames.

Slewing the approach tracks from the south could extend that to 110m (4 car 387) with space for buffer zone. A lot of tree & equipment would need to move to do that, which probably negate any business case for now. Maybe one day!