Gospel Oak to Barking Line (GOBLIN) electrification

[plcd1]

How far behind schedule is the electrification (infrastructure) approximately?

Err no public statements have been made about how late the work actually is. I believe the original schedule envisaged the route would have been equipped and energised by June 2017 with perhaps some smaller scale testing / snagging during this Summer.

Based on reports here, as I've not ridden the line in months, we seem to be possibly several months behind schedule but that depends entirely on how NR aim to complete the work. If they are able to string and tension the wires on the entire route over, say, a 2 week blockade that might bring things back into some sort of shape. Whether TfL and freight cos can (or wish to) cope with a further blockade is another matter.

With no clarity on how NR aim to get from "now" to "complete" the timescale can't be determined nor can the scale of delay to the operation of electric trains. It's less than 5 months, on the original schedule, to the planned (contractually defined) operation of the first EMU on the GOBLIN. Of course, we have no idea if Bombardier are on time with the 710s nor if TfL have amended the delivery sequence nor how the trains will be tested and brought into service if the GOBLIN route isn't wired in time.

 

[plcd1]

We now have an update from TfL and Network Rail on the closures needed to complete GOBLIN electrification. Essentially weekend closures continue to September then two further blockades between late September and Mid Jan 2018.

https://tfl.gov.uk/status-updates/major-works-and-events/london-overground-closures-2017-8

I haven't quoted the TfL page as it's just a list of dates.

https://www.networkrailmediacentre.co.uk/news/gospel-oak-to-barking-electrification-works-to-be-complete-in-time-for-arrival-of-new-double-length-electric-trains

Network Rail today set out the plan for delivering the remaining electrification of the Gospel Oak to Barking line ahead of the introduction of new trains from spring 2018.

The electrification installation will be completed in January 2018, enabling testing of the new electric trains and driver training to begin, with trains to start entering passenger service from spring 2018. Current diesel services will continue to run as normal until replaced by new double-length trains.

Weekend closures will take place from Saturday 29 July to Sunday 10 September. Discussions are ongoing with TfL, train and freight operators to finalise agreements for additional weekend closures this autumn, and two longer closures required to complete electrification. The longer closures are proposed to be from Sunday 17 September until Sunday 22 October, and from Monday 27 November until Sunday 14 January 2018. These dates could be subject to change. Details will be confirmed nearer the time.

Rail replacement buses will be provided. Regular users of the Gospel Oak to Barking line will continue to be automatically refunded the additional cost of travel made by Tube or rail.

Meliha Duymaz, route managing director said: "The Gospel Oak to Barking line is set to benefit from a transformational upgrade with better services provided by a new fleet of longer electric trains, doubling the current capacity.

“This project has not been without its difficulties and we’d like to apologise for the continued disruption and thank both passengers and neighbours for their patience while we finish our work.

“We still have a lot to do but with a new team in place to finish off the project, I’m confident that the immense benefits of this once-in-a-lifetime investment will be realised in the months ahead, and the benefits enjoyed for years to come.”

Passengers should check before they travel and plan their journey in advance at tfl.gov.uk

Note the reference to a new team being in place at Network Rail. Rail replacement services are similar to what has run before.

 

[YorkshireBear]

We now have an update from TfL and Network Rail on the closures needed to complete GOBLIN electrification. Essentially weekend closures continue to September then two further blockades between late September and Mid Jan 2018.

https://tfl.gov.uk/status-updates/major-works-and-events/london-overground-closures-2017-8

I haven't quoted the TfL page as it's just a list of dates.

https://www.networkrailmediacentre.co.uk/news/gospel-oak-to-barking-electrification-works-to-be-complete-in-time-for-arrival-of-new-double-length-electric-trains



Note the reference to a new team being in place at Network Rail. Rail replacement services are similar to what has run before.

Not sure if the new team refers to designers/contractors or NR themselves.

 

[furnessvale]

Bi-modes no good then?

 

[muddythefish]

Bi-modes no good then?

Careful about going off topic but your point is a valid one.

 

[D365]

The Class 710s were only planned to arrive months after electrification was planned to be completed anyway. Another rolling stock order would in no way be economical.

 

[Mikey C]

Bi-modes would be irrelevant, seeing that effectively none of the line is electrified at the moment.

Glad that a plan of action has been issued. It's convenient that the delivery date for the 710s was scheduled to be well after the original planned completion date for electrification, so we won't have new trains doing nothing for a year!

 

[greatkingrat]

The first Class 710s can go to the West Anglia route if the Goblin isn't ready by then anyway.

 

[Taunton]

I suspect the fact that the new trains were not due at the end of the original blockade was a significant part of the team taking a casual approach to the project.

There has still been no explanation of what the individual issues were that led to the non-completion, what the costs are, and how these are spread between NR, the contractors, and the suppliers. Given this is public money I would expect the National Audit Office, at least, to be able to give a proper account of it all.

It's not as if one aspect went wrong; they didn't finish anything. The platform extensions were nowhere near finished, surely that should have been the simplest bit. Bridge reconstruction wasn't finished. Masts were not erected, or even supplied, not just at one section but throughout. Hardly any wiring was done. Power supply and substations were not finished. The whole trackside was left a mess. Where is the explanation for all this?

 

[rebmcr]

The first Class 710s can go to the West Anglia route if the Goblin isn't ready by then anyway.

As long as the different interior specs can be shuffled around without causing supply/delivery problems.

 

[plcd1]

I suspect the fact that the new trains were not due at the end of the original blockade was a significant part of the team taking a casual approach to the project.

There has still been no explanation of what the individual issues were that led to the non-completion, what the costs are, and how these are spread between NR, the contractors, and the suppliers. Given this is public money I would expect the National Audit Office, at least, to be able to give a proper account of it all.

It's not as if one aspect went wrong; they didn't finish anything. The platform extensions were nowhere near finished, surely that should have been the simplest bit. Bridge reconstruction wasn't finished. Masts were not erected, or even supplied, not just at one section but throughout. Hardly any wiring was done. Power supply and substations were not finished. The whole trackside was left a mess. Where is the explanation for all this?

As the final blockade dates are not yet finalised because negotiations are ongoing (as per today's announcements) there will not be a final view yet of who bears what costs. I expect the London Assembly will ask a whole set of questions and may even call the relevant parties to a session later in the year. Whether it warrants NAO involvement is questionable in my view. I also expect the Mayor and TfL may well publish a report in due course but they're not going to "rubbish" NR at this point in time. They need the work doing and now is not the time for political game playing.

Given the wider context between the Mayor and the DfT there are also limits to how much "slagging off" City Hall and TfL can direct at the DfT at the moment. I would suggest trying to keep CR2 "on the rails" is a far bigger prize for the Mayor than throwing criticism at the DfT controlled Network Rail over a £130m project. Just my 2p worth.

 

[rebmcr]

As the final blockade dates are not yet finalised because negotiations are ongoing (as per today's announcements) there will not be a final view yet of who bears what costs. I expect the London Assembly will ask a whole set of questions and may even call the relevant parties to a session later in the year. Whether it warrants NAO involvement is questionable in my view. I also expect the Mayor and TfL may well publish a report in due course but they're not going to "rubbish" NR at this point in time. They need the work doing and now is not the time for political game playing.

Given the wider context between the Mayor and the DfT there are also limits to how much "slagging off" City Hall and TfL can direct at the DfT at the moment. I would suggest trying to keep CR2 "on the rails" is a far bigger prize for the Mayor than throwing criticism at the DfT controlled Network Rail over a £130m project. Just my 2p worth.

Especially when a decent chunk of the affected residents are in the catchment area for CR2.

 

[swt_passenger]

As long as the different interior specs can be shuffled around without causing supply/delivery problems.

At least if the first half dozen arrive before they can run on the GOB they can go directly to the DC lines, and release the planned 6 378s for strengthening the LO timetable elsewhere. Same spec for that route.

 

[Class 170101]

The only testing I can see being done on the GOB is for route testing. Type testing for the units etc can be done elsewhere including driver training.

I wonder if we will see a Pendolino or two allowed on the route for testing purposes?

 

[GRALISTAIR]

The only testing I can see being done on the GOB is for route testing. Type testing for the units etc can be done elsewhere including driver training.

I wonder if we will see a Pendolino or two allowed on the route for testing purposes?

I would have thought a pair of Class 92s would be likely

 

[CyrusWuff]

If anything other than a 710 was going to be used for testing purposes, I would have thought it more likely they'd use a 315 or 317 with a conductor driver, given that keeps everything "in-house".

 

[450.emu]

The only testing I can see being done on the GOB is for route testing. Type testing for the units etc can be done elsewhere including driver training.

I wonder if we will see a Pendolino or two allowed on the route for testing purposes?

A Pendolino in Overground livery would be quite a sight! The old Eurostar's are dual-voltage for the 3rd rail bit past Acton Central to Richmond :roll:

 

[goblinuser]

Why would anyone consider a pendolino?

 

[87015]

Why would anyone consider a pendolino?

That's what they used for much of the Northern electrification (off VT core routes as much as the Gob would be) to do load testing (or whatever the technical description is)

 

[snowball]

Why would anyone consider a pendolino?

Apparently it draws a lot of juice so it's a good test of the electrics.

 

[fgwrich]

Apparently it draws a lot of juice so it's a good test of the electrics.

Surely if they wanted to do that they could just borrow a 92, although that on full would probably plummet that part of North London into darkness.

 

[jopsuk]

That's what they used for much of the Northern electrification (off VT core routes as much as the Gob would be) to do load testing (or whatever the technical description is)

were the northern routes cleared for dragging pendolinos previously? GOBLIN is cleared for dragging 86/87/90 in freight trains.

 

[AM9]

Surely if they wanted to do that they could just borrow a 92, although that on full would probably plummet that part of North London into darkness.

A class 92 can draw about the same as a class 390/0, but it would need a full load behind it as it would exceed the linespeed in a matter of seconds if run light.
A pair of class 395s would be more than even an 11-car 390/1.

 

[plcd1]

That's what they used for much of the Northern electrification (off VT core routes as much as the Gob would be) to do load testing (or whatever the technical description is)

Well that's something I had no idea about. Makes perfect sense in terms of the testing but a bit jaw dropping (as in unexpected) in terms of the stock used.

Hadn't dawned on me in the context of the GOBLIN. I wonder what they will actually use.

 

[Malcolmffc]

Well that's something I had no idea about. Makes perfect sense in terms of the testing but a bit jaw dropping (as in unexpected) in terms of the stock used.

Hadn't dawned on me in the context of the GOBLIN. I wonder what they will actually use.

Probably an IEP in diesel mode to keep Chris Grayling happy...

 

[edwin_m]

A class 92 can draw about the same as a class 390/0, but it would need a full load behind it as it would exceed the linespeed in a matter of seconds if run light.

Borrow some loaded Mendips aggregate wagons for a couple of days?

Until recently there was Class 86 that was re-built to provide a static load bank for this type of testing, but that appears to have been scrapped.

 

[ac6000cw]

I suspect using a 390 is a mixture of it being representative of modern AC traction drive trains with regeneration capability, readily available for overnight testing, and maybe because being a smaller body profile (due to tilt requirements), it's able to go almost anywhere with tilt disabled.

Of course if you have a electric loco/EMU with high capacity rheostatic braking, that could act as a nice variable load when dragged by something else. It might of course be that some traction has the (test) capability of dumping power from the OHLE into the rheostatic brake resistor banks (like some modern diesels can do for engine testing purposes).

 

[swt_passenger]

Has any of the GWML OHLE testing involved unusual locos, or off-piste EMU workings? In all the many months of discussions in the relevant thread I don't think that type of testing was ever mentioned...

 

[philjo]

Presumably some of the northern routes the pendolino was used on could be used as WCML diversionary routes so in those circumstances a Pendolino would be required to use that line. Maybe that is one of the reasons it was used for testing to prove that the pendolino could draw sufficient electric current.

 

[nlogax]

Has any of the GWML OHLE testing involved unusual locos, or off-piste EMU workings? In all the many months of discussions in the relevant thread I don't think that type of testing was ever mentioned...

Not sure about Airport Junction > points west, but Class 90s did load testing on the original Heathrow electrification way back when.

http://www.traintesting.com/Loadbank.htm