Great Western Electrification Progress

[swt_passenger]

That looks right, I think - I didn't get that close a look at the bases, but the various designs for feathers and so on in the pdf seem to match those that I saw outside Reading station - thanks!

I guess we can expect to see a lot more of these sorts of signals appearing over the next few years, and no bad thing - they look like a definite improvement on the current design.

Just found a cab ride through Reading, taken during the Easter blockade, and so I'm now pretty certain they are the Dorman type. There's a load of rear views of this type of signal as you go through the layout from Tilehurst towards Reading, and near the end one comes up facing the camera, on the up relief.

http://www.dailymotion.com/user/IndustryInsider/1#

Hope that is of general interest to others anyway...

 

[Daimler]

Just found a cab ride through Reading, taken during the Easter blockade, and so I'm now pretty certain they are the Dorman type. There's a load of rear views of this type of signal as you go through the layout from Tilehurst towards Reading, and near the end one comes up facing the camera, on the up relief.

http://www.dailymotion.com/user/IndustryInsider/1#

Hope that is of general interest to others anyway...

Thanks again - that's a really interesting link (and not just because of the signals). I only noticed them east of the station, but they're obviously being used fairly widely - though interestingly not exclusively - in the remodelling of the area.

 

[jimm]

I don't think anyone has ever considered the Cotswold for 155mph running. I hope that it will get 125 one day, but that remains to be seen. This started with me attempting to explain how BR had considered the GWML as one possible route for IC250 in the '80s, with 155 speeds on many of the plain line sections. They thought that the extra width would mean that they would not need to make too many modifications. I can't remember exactly which sections they were planning to upgrade, but it was pretty much the entire route between Southall and Box Tunnel, with the obvious exception of Reading and presumably 125 restrictions through any open platforms (which sounds like the end for the main line platforms at Twyford).

And where did I suggest that there would be 155mph running on the Cotswold Line? Oh, that's right, I didn't. I was talking generally about the GW area, including the original GWR main line, where there are long sections where track is laid to normal standard spacings. I noted the cases on the Cotswold Line to illustrate that your contention that there are super-wide clearances all round as a legacy of the broad gauge is wrong and to show that standardising things like track spacing on such routes dates back a very long way, although there are indeed some places where wider spacing does exist.

And if track spacing matters so much, explain why it is that although the WCML has notoriously tight clearances, this never seems to be mentioned as a barrier to 140mph running there.

 

[YorkshireBear]

And where did I suggest that there would be 155mph running on the Cotswold Line? Oh, that's right, I didn't.

You seem to get very offended easily when discussions are had... You'll have more fun and take more from the forum if you calm down a little.

-----------------------------

I noticed a picture the other day of part of the GWML and the spacing between tracks is indeed generous. Has this made gauge clearing structures any easier as tracks can be moved to the middle slightly?


Also i noticed earlier about bridges not having brick cladding. While it is a shame i would rather they do the project as cheap as possible without gold plating. The railway in some respects is in such a mess i think gold plating can wait a decade or two.

 

[RichmondCommu]

It's a pity that it has to happen this way. I've seen the few remaining Great Northern overbridges down my way, they're much nicer structures than the '80s ones that replaced them. Still, I suppose that direct replacement (or indeed underpinning the existing bridges and lowering the trackbed) would be seen as 'gold-plating' the project and frowned upon by others.

Whilst Victorian engineering has left us with much to admire, in these times of austerity we need to make cost savings where we can. And by making those cost savings it will enable projects to be completed earlier. If the Victorians had access to our technology Ribblehead viaduct would look very different!

 

[LE Greys]

Whilst Victorian engineering has left us with much to admire, in these times of austerity we need to make cost savings where we can. And by making those cost savings it will enable projects to be completed earlier. If the Victorians had access to our technology Ribblehead viaduct would look very different!

I'm sure it would, as would quite a few other structures, the Forth Bridge for example. Victorian fashions would probably have made things a little less stark, though (for big 'showy' structures at least).

 

[HSTEd]

With access to our earth-moving technologies ribblehead viaduct might not even exist.

It might just be a huuuge embankment with a culvert in it.

 

[LE Greys]

With access to our earth-moving technologies ribblehead viaduct might not even exist.

It might just be a huuuge embankment with a culvert in it.

That's more or less what they planned for Dandry Mire, but the ground turned out to be too unstable to support one, hence the low viaduct on deep plies.

 

[76020]

I have seen elsewhere in the past that the Great Western electrification starts in earnest from Oct 2013, does anybody know when the HOPS train is being delivered to this country from Germany and when ground work will start?, It must be starting soon to meet the Dec 2016 deadline.

 

[61653 HTAFC]

I have seen elsewhere in the past that the Great Western electrification starts in earnest from Oct 2013, does anybody know when the HOPS train is being delivered to this country from Germany and when ground work will start?, It must be starting soon to meet the Dec 2016 deadline.

Enough to make the mouth water...!

 

[brad465]

And where did I suggest that there would be 155mph running on the Cotswold Line? Oh, that's right, I didn't. I was talking generally about the GW area, including the original GWR main line, where there are long sections where track is laid to normal standard spacings. I noted the cases on the Cotswold Line to illustrate that your contention that there are super-wide clearances all round as a legacy of the broad gauge is wrong and to show that standardising things like track spacing on such routes dates back a very long way, although there are indeed some places where wider spacing does exist.

As much as there won't be 155mph speeds that way, a small part of you is surely saying it would be nice if it could be done.

 

[ianhr]

Picture the scene. Sitting next to the Airedale line in Leeds. Beautiful scenery the railway running along the bottom of the valley, there's a tiny noise of an EMU going by at 90mph. Nice and relaxing. Then all of a sudden the Carlisle services comes by with a 158 thrashing all its engines to maintain 90mph. Rudely awakened by this loud intruder.

The visual intrusion is minimal, the noise benefits far outweigh them.

Leeds station also gives us a wonderful demonstration of the superiority of electric traction over diesel. The station is fully wired but the majority of services are still diesel worked. The station was new ~2000-1 and is now absolutely filthy. A significant amount of the fuel intended to power trains is now stuck to the roof (condensed hydrocarbon fumes) obscuring daylight or splattered over the tracks. Electric trains are quiet and also CLEAN!

 

[BradNufc]

Hi Guys,

This is my first post and I don't where the thread is for FGW Electrification but my question is: How far is the Electrification? I know the train care depot at Reading has been Electrified and when is Didcot Parkway due to be electrified?

Sorry this is my first post!!

 

[starrymarkb]

AIUI It's mostly been bridge works and clearances - Just a bit around Reading has masts at the moment (which is being done during blocks for the Station works to avoid two line closures) - Full scale wiring work is due to start next year.

 

[Rich McLean]

Hi Guys,

This is my first post and I don't where the thread is for FGW Electrification but my question is: How far is the Electrification? I know the train care depot at Reading has been Electrified and when is Didcot Parkway due to be electrified?

Sorry this is my first post!!

Didcot to Reading are the first main stretch to get done, along with Reading Station. I am unsure about the rest, but phase 2 I imagine will be Reading - Airport Junction

 

[BradNufc]

Ohh Okay... I thought they were working from Airport Junction onwards? and do you know when they will start putting electricity poles??

 

[LexyBoy]

The depot at Moreton Cutting (?) just east of Didcot has been building up stock of the masts and foundation piles recently. There's still a lot of piling to be done, though off stretches are in place.

The new Tilehurst footbridge is coming along- are there any more being replaced on this stretch?

 

[LNW-GW Joint]

The electrification train(s) are supposed to be delivered this month from Germany.
After testing by NR in Nottinghamshire they should start work on the GW route by the end of the year (foundation piling/masts/wiring in sequence).

 

[swt_passenger]

I posted a link to the NR western route business plan containing a detailed bar chart for the electrification in an earlier thread: http://www.railforums.co.uk/showpost.php?p=1333256&postcount=40

 

[Eagle]

I posted a link to the NR western route business plan containing a detailed bar chart for the electrification in an earlier thread: http://www.railforums.co.uk/showpost.php?p=1333256&postcount=40

That may be somewhat out of date because it doesn't include the Thames valley branches.

 

[swt_passenger]

That may be somewhat out of date because it doesn't include the Thames valley branches.

Agree, but then again it might not be intended to go to that level of detail. Given how short they are [the two branches] they'd probably not use the HOOP system, so may just be done in parallel to the Reading Maidenhead section.

It's the best I could find anyway, and generally matches dates published elsewhere.

 

[SamanthaJ1989]

Hi

If I remember correctly the works start in electrifying the GWML in October. Whats the first day of the works when the masts get put in.

 

[LNW-GW Joint]

Hi

If I remember correctly the works start in electrifying the GWML in October. Whats the first day of the works when the masts get put in.

I doubt we'll see any masts before the end of this year (except around Reading as part of the station upgrade).

 

[LNW-GW Joint]

Network Rail has awarded the contract for GW electrification related to Crossrail (Airport Junction-Maidenhead) to Balfour Beatty.
This is a bit of a surprise, as Amey has the contract for the main electrification west of Maidenhead.

Balfour Beatty is already doing the North West electrification work, but must be planning to use a different set of resources for the Thames Valley.
I would guess they are now in pole position to do the Thames Valley branches (Windsor, Marlow etc).

BB's press release talks about using new High Output equipment, and I assume this is separate from that being delivered to NR for Amey's use.
The work is about 12.5 route miles of quadruple track.

Works commence on site in December 2013 and are due for completion in late 2016.

http://www.networkrailmediacentre.c...racts-for-west-London-and-Berkshire-1ec9.aspx
http://www.balfourbeatty.com/index.asp?pageid=42&newsid=493

 

[mr_moo]

BB are already the contractor for a lot of the PWay and civils work for the Crossrail Outer project, so it makes sense to have them as electrification contractor too - One less very important interface to manage.

http://www.railway-technology.com/n...rail-wins-crossrail-track-upgrade-contract-uk

They are already working out of the Maidenhead office so are ideally located to do this, assuming they put some of their OLE staff there too.

 

[DXMachina]

Balfour Beatty is already doing the North West electrification work, but must be planning to use a different set of resources for the Thames Valley.
I would guess they are now in pole position to do the Thames Valley branches (Windsor, Marlow etc).

I would have thought the TV branches would be NR's problem given that Bourne End needs either pointwork moved or platform extended slightly to take a 3-car unit? There being no 2-car or railcar OHL EMUs planned anytime soon.

 

[HSTEd]

Are the Thames Valley branches actually committed or are we just hoping they will be?

 

[61653 HTAFC]

I would have thought the TV branches would be NR's problem given that Bourne End needs either pointwork moved or platform extended slightly to take a 3-car unit? There being no 2-car or railcar OHL EMUs planned anytime soon.

I've heard this mentioned before, and indeed it's true that no 2-car heavy-rail EMUs have been built since the 2-car 309s (and no EMUs with the pantograph on a driving car since, either), but I'd have thought it wouldn't be a major task to create a 2-car variant- The Desiro platform (technically discontinued, admittedly) being a modular concept.

Several of the areas planned for electrification might benefit from a 2-car unit if one were available (Cardiff Bay being an obvious one, other off-peak/portion-worked services in areas such as the Valleys being another). Apologies for the topic diversion, but would it really be so difficult to build a 2-car EMU if a need for one was identified?

 

[HSTEd]

I've heard this mentioned before, and indeed it's true that no 2-car heavy-rail EMUs have been built since the 2-car 309s (and no EMUs with the pantograph on a driving car since, either), but I'd have thought it wouldn't be a major task to create a 2-car variant- The Desiro platform (technically discontinued, admittedly) being a modular concept.

Well there was the Class 456... but that is a DC unit...

 

[The Ham]

I've heard this mentioned before, and indeed it's true that no 2-car heavy-rail EMUs have been built since the 2-car 309s (and no EMUs with the pantograph on a driving car since, either), but I'd have thought it wouldn't be a major task to create a 2-car variant- The Desiro platform (technically discontinued, admittedly) being a modular concept.

Several of the areas planned for electrification might benefit from a 2-car unit if one were available (Cardiff Bay being an obvious one, other off-peak/portion-worked services in areas such as the Valleys being another). Apologies for the topic diversion, but would it really be so difficult to build a 2-car EMU if a need for one was identified?

Of course the Desiro City platform is current, so may be a viable option.

Am I right in thinking that there is a limit in how close pantographs can be together. If so there may need to be a way of transferring enough power from one unit to another to be able to run them paired up whilst only using the pantograph of one vehicle.