Great Western Electrification Progress

[GRALISTAIR]

I assume you have all seen the latest on the Facebook page - some good photos

https://www.facebook.com/6047884895...534049922818/1001531936589696/?type=3&theater

 

[steevp]

I assume you have all seen the latest on the Facebook page - some good photos

Some interesting photos - please can anyone tell me where this bridge is
https://www.facebook.com/6047884895...534049922818/1001532443256312/?type=3&theater

 

[snowball]

Some interesting photos - please can anyone tell me where this bridge is
https://www.facebook.com/6047884895...534049922818/1001532443256312/?type=3&theater

Between Magor and Newport, easily found on, for example, the OS maps on streetmap.co.uk.

 

[steevp]

Between Magor and Newport, easily found on, for example, the OS maps on streetmap.co.uk.

Thank you kindly - there was no caption on the FB page to assist

 

[smiffy9373]

As posted on another forum. 43 days to go until test section finished.https://twitter.com/NoelDolphin/status/722820750214897668

 

[snowball]

Thank you kindly - there was no caption on the FB page to assist

When I looked at it there was a caption saying Bishton Flyover. I hadn't heard of Bishton so Ilooked it up.

 

[leomartin125]

I do pose a question. Living at Maidenhead, I see a lot of GWR Electrification work taking place, and this is all fine and well, and I understand a lot is for Crossrail too.

My question is, the Marlow branch has recently had work taking place to cut all the trees back for what looks like preparation for electrification, but I thought that NR had decided to cancel electrification for the Marlow branch unless it a privately financed cause could be found? So why the preparation work if electrification isn't going to take place?

 

[Domh245]

I do pose a question. Living at Maidenhead, I see a lot of GWR Electrification work taking place, and this is all fine and well, and I understand a lot is for Crossrail too.

My question is, the Marlow branch has recently had work taking place to cut all the trees back for what looks like preparation for electrification, but I thought that NR had decided to cancel electrification for the Marlow branch unless it a privately financed cause could be found? So why the preparation work if electrification isn't going to take place?

There has been a lot of tree clearance generally - not specifically limited to electrification works. They cleared the East Putney area a couple of years ago and that certainly isn't due any OHLE

 

[swt_passenger]

There has been a lot of tree clearance generally - not specifically limited to electrification works. They cleared the East Putney area a couple of years ago and that certainly isn't due any OHLE

Concur. There's been vast areas of trackside clearance in south Hampshire as well, it must be independent of OH electrification. More likely to be aimed at reducing obstructions on the line after strong winds etc.

 

[Domh245]

Concur. There's been vast areas of trackside clearance in south Hampshire as well, it must be independent of OH electrification. More likely to be aimed at reducing obstructions on the line after strong winds etc.

That and trying to reduce poor adhesion zones to prevent repeats of this year's Anglia DMU problems (where they were several units down because of flatspots)

 

[Hellzapoppin]

Lots of piling works planned for this weekend in the Swindon area and as it'll be daytime works seems like an opportunity to see the HOPS train and KIROW in action if they're close enough to good vantage points. I'm out on site so I'll try to get some pics.

 

[dviner]

I assume you have all seen the latest on the Facebook page - some good photos

https://www.facebook.com/6047884895...534049922818/1001531936589696/?type=3&theater

Bishton Flyover is quite an interesting one.

 

[Philip Phlopp]

Concur. There's been vast areas of trackside clearance in south Hampshire as well, it must be independent of OH electrification. More likely to be aimed at reducing obstructions on the line after strong winds etc.

It's a leaf fall issue primarily, following Phil Verster's pet project a couple of years ago to blitz trackside veg as a way to reduce TDA payments.

 

[jimm]

Some of the new steelwork now taking shape west of Didcot can be seen in this picture from Denchworth, north-west of Grove http://hondawanderer.com/66702_Denchworth_2016.htm

 

[GRALISTAIR]

Some of the new steelwork now taking shape west of Didcot can be seen in this picture from Denchworth, north-west of Grove http://hondawanderer.com/66702_Denchworth_2016.htm

This picture shows well how amazingly huge those steel piles are. Not driven all the way in either.

 

[Philip Phlopp]

This picture shows well how amazingly huge those steel piles are. Not driven all the way in either.

If a job is worth doing, it is worth doing it properly.

They'll stop this sort of thing

https://www.flickr.com/photos/justindperkins/23102379859/

which in turn stops this sort of thing

https://www.gov.uk/government/uploa.../file/410743/130520_R062013_Littleport_V2.pdf

 

[reddragon]

https://anonw.com/2016/03/26/are-the-tocs-arguing-over-the-class-387-trains/

I found this a useful read about the 387s & current planned electric services.

The National Rail planner confirms the new 'electric' service from Hayes to Paddington from 16th May. Certainly not by 387s at GTR prefer to release 442s to store than 387s to GWR! Maybe class 360s then ??

Looked at Theale yesterday, no signs of any work!

 

[GRALISTAIR]

If a job is worth doing, it is worth doing it properly.

They'll stop this sort of thing

https://www.flickr.com/photos/justindperkins/23102379859/

which in turn stops this sort of thing

https://www.gov.uk/government/uploa.../file/410743/130520_R062013_Littleport_V2.pdf

So as much as some like to complain, the GWML electrification is being done properly from the start - and in effect - "future proofed". Good deal.

 

[hwl]

https://anonw.com/2016/03/26/are-the-tocs-arguing-over-the-class-387-trains/

I found this a useful read about the 387s & current planned electric services.

The National Rail planner confirms the new 'electric' service from Hayes to Paddington from 16th May. Certainly not by 387s at GTR prefer to release 442s to store than 387s to GWR! Maybe class 360s then ??

387/2 replacing 442s is completely separate to 700s replacing 387/1s which are then cascaded to GWR.

The blog author doesn't seem to realise lots of the shorter distance GWR services on the relief/branches will be 365s with 387s used for their 110mph abilities instead and is missing plenty of key facts.
Also is the work at Hayes and Harlington etc sufficiently progressed to enable EMU services to run?

The 387/1s also need modifications doing which Bombardier are taking care of hence few are unavailable at any one time and this wasn't factored into any cascade plans originally.

It is now confirmed that C2C are going to use some of the Porterbrook option.

 

[D1009]

It's a leaf fall issue primarily, following Phil Verster's pet project a couple of years ago to blitz trackside veg as a way to reduce TDA payments.

Yes, I'm sure when Mark Carne took over at Network Rail he made it clear he didn't like train roofs with coming into contact with tree branches anywhere.

 

[Peter Sarf]

Back in the day the use of steam engines used to mean that encroaching vegetation often got burned away before it got too big.

 

[jimm]

Back in the day the use of steam engines used to mean that encroaching vegetation often got burned away before it got too big.

Back in the day vegetation clearance was actually a matter of routine in order to minimise the risk of lineside fires, with the local tracks gangs stopping tree growth at an early stage.

This policy continued pretty much until the early 1980s when BR cut a lot of manpower and the kind of lineside vegetation we see today took hold in many places.

Another picture of new steelwork - and tree-felling - at Denchworth.

http://hondawanderer.com/37610_37059_Circourt_2016.htm

 

[Philip Phlopp]

Back in the day vegetation clearance was actually a matter of routine in order to minimise the risk of lineside fires, with the local tracks gangs stopping tree growth at an early stage.

This policy continued pretty much until the early 1980s when BR cut a lot of manpower and the kind of lineside vegetation we see today took hold in many places.

Another picture of new steelwork - and tree-felling - at Denchworth.

http://hondawanderer.com/37610_37059_Circourt_2016.htm

People definitely forget how vast an organisation the British Transport Commission and British Railways were. BTC in 1949 employed nearly 700,000 people and even in the mid 1970s, BR had 250,000 staff, today it's closer to 190,000, quite a number of which are duplicated roles in operating centres, in depots, and in back office roles.

There's also the the cannibals feasting on the festering corpse that is Train Delay Attribution, get rid of that idiotic money-go-round and we could have every station, embankment and cutting looking like an entry for the RHS Chelsea flower show.

 

[QueensCurve]

There's also the the cannibals feasting on the festering corpse that is Train Delay Attribution, get rid of that idiotic money-go-round and we could have every station, embankment and cutting looking like an entry for the RHS Chelsea flower show.

Does it not focus attention on how much money should be spent on preventing delays?

 

[Philip Phlopp]

Does it not focus attention on how much money should be spent on preventing delays?

It could do, if it was done properly, but the time and money is all spent arguing about the sizes of birds or who was responsible for some small bit of damage to a fence.

TDA payments kept GNER in business, we sorted out the ECML reliability (only by a little) and they ran out of money. It's a profitable sideline for First and co, their trains are packed whether they run on time or not, but if they can get a TDA payment for a delay, with the relatively low numbers of people who claim delay repay or seek compensation, they can make a little extra profit.

 

[Peter Sarf]

Problem is that common sense has been replaced by financial accountability. You have to be able to put a number on things because accountants run the world.

 

[lincolnshire]

People definitely forget how vast an organisation the British Transport Commission and British Railways were. BTC in 1949 employed nearly 700,000 people and even in the mid 1970s, BR had 250,000 staff, today it's closer to 190,000, quite a number of which are duplicated roles in operating centres, in depots, and in back office roles.

There's also the the cannibals feasting on the festering corpse that is Train Delay Attribution, get rid of that idiotic money-go-round and we could have every station, embankment and cutting looking like an entry for the RHS Chelsea flower show.

Out of your figures above you are quoting, how many was operating side as against maintenance side.

I would guess that the 250,000 staff included drivers, guards, shunters, loco side fitters/electricians etc etc.
Now some of these staff are employed by private train maintenance companies, some are not even employed by the TOC. Cleaning staff also employed by a privates company not owned by the TOC. TOC station / office maintenance and repair staff again working for a private company on contract to the TOC.

Then shall we start looking at Network rail then How many agency staff do they contract in from labour suppliers and how many contractors have contracts with Network Rail? from Stannah to maintain the lifts through to cleaning contractors to come and clean the depot staff rooms every week on differing amounts of visits per week.

There,s nothing that you or I can do about train delay payments they are a fact of life that came with privatisation of the railway by Mr. Major the then Prime Minister, even Maggie didn,t touch the railways.

 

[Philip Phlopp]

Out of your figures above you are quoting, how many was operating side as against maintenance side.

I would guess that the 250,000 staff included drivers, guards, shunters, loco side fitters/electricians etc etc.
Now some of these staff are employed by private train maintenance companies, some are not even employed by the TOC. Cleaning staff also employed by a privates company not owned by the TOC. TOC station / office maintenance and repair staff again working for a private company on contract to the TOC.

Then shall we start looking at Network rail then How many agency staff do they contract in from labour suppliers and how many contractors have contracts with Network Rail? from Stannah to maintain the lifts through to cleaning contractors to come and clean the depot staff rooms every week on differing amounts of visits per week.

There,s nothing that you or I can do about train delay payments they are a fact of life that came with privatisation of the railway by Mr. Major the then Prime Minister, even Maggie didn,t touch the railways.

NR only has 35,000 staff, the rest are accounted for through franchise operations, ROSCOs, contract maintenance etc. I'd agree there's more outsourcing, but I'd guess a headcount reduction of 50,000 probably isn't too far off what has happened from the mid 1970s.

 

[HowardGWR]

I don't see what this has to do with GW electrification, but it's always worth reading a blast from PP.

 

[leomartin125]

Talking of GWML Electrification and Crossrail preparation work, I saw 1 x GBRf 66 and 4 x Colas Rail Class 70's in between Acton Mainline and Ealing broadway yesterday on the relief lines which were closed, all with ballast and new track and bits, so I'm guessing they are laying new track for Crossrail as part of the GWMl modernisation programme too.