Great Western Electrification Progress

[nickswift99]

I wouldn't read too much into this. We received a similar letter in the Goring area back last January (2014) before even the first pile went in.

I do hope NR send out letters again.

 

[leomartin125]

A little update form what I have just read in the latest 'Rail Express' magazine regarding GWML Electrification:

"Electric services to Bristol now not expected until 2020"

The report includes the following updates: "...2020 is the likely start date for electric services to Bristol Temple Meads...with no commitment to reach Swansea before 2024...Network Rail expects that the enhanced timetable using the IEP rolling stock will be introduced in December 2018, which suggests that the Class 801 all-electric trainsets will be delivered as Class 800 bi-modes and converted to the original specification once wiring is complete"

Also mentioned is stock cascading issues regarding the Class 165/166 GWR stock moving to the West but in order to stay on topic I won't go into that.

 

[LNW-GW Joint]

A little update form what I have just read in the latest 'Rail Express' magazine regarding GWML Electrification:

These are just the dates from the Hendy Review: http://www.networkrail.co.uk/searchresult.aspx?q=hendy report

The "Bristol by Apr 2020" is the route via Bath, July 2019 is the date to reach Temple Meads via Parkway.
Paddington-Bristol Parkway-Cardiff is Dec 2018, also Reading-Newbury. Didcot-Oxford is June 2019.
There is no date for Cardiff-Swansea.

Roger Ford has an update article in April Modern Railways, including some background on the outstanding issues.

 

[snowball]

I can't read that attachment

Interestingly enough it says (as if trying to deny the existence of any slippage):

The programme for commencement of key construction activities has been and is as follows:

Main steelwork to support wiring system - November/December 2014

Small part steel to support wiring system - July 2015

Energisation of wires - 25 May 2016

It also asks for written (or email) confirmation of receipt.

 

[HowardGWR]

Roger Ford has an update article in April Modern Railways, including some background on the outstanding issues.

Which we discussed earlier in the thread. Whenever I read simultaneous completion dates for a large project, as in Roger's Table 5, suspicions are raised.

 

[jimm]

I would describe the Stockley-Maidenhead section as more "chaotic" than Tilehurst-Didcot.
While there is a lot of work completed, there are also stretches nearby where it seems to have hardly begun.
The stretch through West Drayton to the "join" at Stockley looks particularly behind the rest.
Maidenhead-Kennet Bridge is advancing quickly but still well behind Tilehurst-Didcot.
Sonning Cutting seems to be another problem area.

Just because it isn't all proceeding in a linear fashion towards Reading doesn't mean the work is not actually organised. As I said in post 2238 on page 150 on Saturday, Network Rail now seems confident that Airport Junction-Maidenhead will be ready by the end of this year, which is ahead of the revised target of early 2017, a view they have also stated to Modern Railways, as noted by Roger Ford in the April issue.

Sonning Cutting has, as I'm sure you know, required monumental amounts of tree-felling and vegetation clearance and is not part of the section due to be completed by the end of this year/early next year anyway.

Interesting that they've explicitly mentioned Scours Lane rather than Tilehurst?

Scours Lane is nearer the western depot entry road, when I suggested a few weeks ago that might be significant it was quickly shot down...

Because Reading depot has nothing to do with the IEP project. No matter how much you might want it to be...

Scours Lane marks a convenient cut-off point, beyond any of the Reading ares pointwork, but still allows for a nice electrified over-run east of the ladder junction at Tilehurst. The chances are it is probably also a location for one of the mono-anchor boom portals http://www.furrerfrey.ch/en/systems/Series-1.html#prettyPhoto[promo-gallery]/3/ so offering a handy point at which to end the energised section.

Which we discussed earlier in the thread. Whenever I read simultaneous completion dates for a large project, as in Roger's Table 5, suspicions are raised.

I wouldn't get too suspicious, as it seems unlikely that they will wait for the entirety of Didcot-Swindon-Bristol Parkway-Cardiff to have wires installed before allowing them to be used in December 2018. I'd expect it to go live in stages through 2018, once the wires are in place, though unless they do sling up some wires towards Chippenham to connect to the new National Grid feed near Melksham, then any sections that open will have to have a connection back to Didcot to use power fed in there.

Out on the ground, as well as the wires over the fast lines past Pangbourne station, I saw a lot of extra registration arms in place between Cholsey and Didcot today.

 

[mathmo]

I noticed that masts and cantilevers were up through Taplow station when I drove past earlier this week. Has anyone been to Slough recently to see if there's been any progress there?

 

[Steve14]

I noticed that masts and cantilevers were up through Taplow station when I drove past earlier this week. Has anyone been to Slough recently to see if there's been any progress there?

OLE equipment is pretty much u from Slough onwards, between Iver and Airport Junction still remains quite a bit of work to do. Steel posts are up between Slough and Iver, quite a few have the OLE to hold the wires but no signs of wires yet. I suppose once they tackle the stations, they can focus on wiring Iver up until where the wiring is between Burnham and Taplow. I'd say in a few months they can possibly consider this. I know they made some sort of Electricity Generator plant just east of Slough on the approach next to down main line. I wonder when they will start the OLE preps to Windsor.

 

[leomartin125]

I noticed that masts and cantilevers were up through Taplow station when I drove past earlier this week. Has anyone been to Slough recently to see if there's been any progress there?

I have noticed that too. The line between Burnham and Maidenhead is very nearly complete in terms of infrastructure with a lot happening in the Maidenhead area over Easter 2016. Slough is doing well, a fair few masts East of the station heading towards Langley, not sure about West though, although near Burnham the infrastructure is huge. I would guess 80% of the line East of Slough to Airport Jct is now piled and has OHLE infrastructure in place from a trip a week ago.

 

[QueensCurve]

I have noticed that too. The line between Burnham and Maidenhead is very nearly complete in terms of infrastructure with a lot happening in the Maidenhead area over Easter 2016. Slough is doing well, a fair few masts East of the station heading towards Langley, not sure about West though, although near Burnham the infrastructure is huge. I would guess 80% of the line East of Slough to Airport Jct is now piled and has OHLE infrastructure in place from a trip a week ago.

There they priotising the "Relief", ie Slow, upstream of Reading for Crossrail?

 

[leomartin125]

There they priotising the "Relief", ie Slow, upstream of Reading for Crossrail?

I wouldn't say that at all, if they install infrastructure over the relief lines, they usually have to do the same to the fast lines as it retains efficiency and the design is meant for four track and not just two, so the line between Airport Jct and Maidenhead is seeing all lines seen to equally.

Anyone want to learn more about the Series 1 OHLE being installed on the GWML can do so here (The PDF file is very interesting):

http://www.furrerfrey.ch/en/systems/Series-1.html#prettyPhoto

 

[swt_passenger]

I wouldn't say that at all, if they install infrastructure over the relief lines, they usually have to do the same to the fast lines as it retains efficiency and the design is meant for four track and not just two, so the line between Airport Jct and Maidenhead is seeing all lines seen to equally.

Anyone want to learn more about the Series 1 OHLE being installed on the GWML can do so here (The PDF file is very interesting):

http://www.furrerfrey.ch/en/systems/Series-1.html#prettyPhoto

It has been linked to quite a few times since this thread started, please note it has been running for nearly 3 years now...

 

[edwin_m]

We are assured that the OLE for each track is independently supported, so that the absence of one will not affect the others. Therefore even where the portals span all four tracks, it would be possible to prioritise the register arms and the wires themselves over the Relief lines and complete these first. These can, I believe, be installed during possession of only one pair of tracks so there is no efficiency gain in doing all four tracks on a particular section at the same time - the opposite in fact.

I don't know if the pairs of twin track cantilevers are being used east of Reading as well as west, but if they are then the actual structures could be prioritised as well.

 

[Philip Phlopp]

I wouldn't say that at all, if they install infrastructure over the relief lines, they usually have to do the same to the fast lines as it retains efficiency and the design is meant for four track and not just two, so the line between Airport Jct and Maidenhead is seeing all lines seen to equally.

Anyone want to learn more about the Series 1 OHLE being installed on the GWML can do so here (The PDF file is very interesting):

http://www.furrerfrey.ch/en/systems/Series-1.html#prettyPhoto

Totally wrong.

The Series 1 OLE system has been designed to enable the electrification of one pair of lines at a time, which is why the quick assembly twin track cantilevers were developed, and why the design also makes use of back to back single insulator cantilevers on single drop tubes.

 

[jimm]

There they priotising the "Relief", ie Slow, upstream of Reading for Crossrail?

Crossrail does not start operating west of Airport Junction until December 2019. Even their Paddington-Heathrow service does not start until May 2018, at least a year and maybe more after GWR plans to start electric services to Maidenhead.

 

[swt_passenger]

I don't know if the pairs of twin track cantilevers are being used east of Reading as well as west, but if they are then the actual structures could be prioritised as well.

Despite the inference made in the F&F webpages, pairs of cantilevers are distinctly in the minority between Reading and Didcot. Although in some areas it appears totally random whether you get pairs of TTCs or a four track portal, I'd suggest that portals are more normal except where the four tracks diverge through stations; or where the two formations are at significantly different levels for height.

 

[Philip Phlopp]

We are assured that the OLE for each track is independently supported, so that the absence of one will not affect the others. Therefore even where the portals span all four tracks, it would be possible to prioritise the register arms and the wires themselves over the Relief lines and complete these first. These can, I believe, be installed during possession of only one pair of tracks so there is no efficiency gain in doing all four tracks on a particular section at the same time - the opposite in fact.

I don't know if the pairs of twin track cantilevers are being used east of Reading as well as west, but if they are then the actual structures could be prioritised as well.

Yes. Single tracks can be wired, but most installations make use of a single drop tube with back to back single insulator cantilevers, so fitting both SICs at the same time makes sense. The benefit of this is that the cherry pickers can be positioned in one spot and do both SICs at the same time, no need to be moving much if at all.

There's the new TTCs all the way to Stockley.

 

[edwin_m]

Yes. Single tracks can be wired, but most installations make use of a single drop tube with back to back single insulator cantilevers, so fitting both SICs at the same time makes sense. The benefit of this is that the cherry pickers can be positioned in one spot and do both SICs at the same time, no need to be moving much if at all.

There's the new TTCs all the way to Stockley.

I presume adding the drop tube needs possession of both tracks anyway.

 

[Philip Phlopp]

I presume adding the drop tube needs possession of both tracks anyway.

The drop tube usually goes in at the same time as the cantilevers, under a possession on the pair of lines being worked upon.

I don't know what would happen if the drop tube had to go in on its own, can't see how you could avoid a block on the adjacent line, if the drop tube falls, it could be struck by a passing train.

 

[FenMan]

I have noticed that too. The line between Burnham and Maidenhead is very nearly complete in terms of infrastructure with a lot happening in the Maidenhead area over Easter 2016. Slough is doing well, a fair few masts East of the station heading towards Langley, not sure about West though, although near Burnham the infrastructure is huge. I would guess 80% of the line East of Slough to Airport Jct is now piled and has OHLE infrastructure in place from a trip a week ago.

Indeed, a small army of orange-clad engineers were working on the slows at Maidenhead on Friday, a fair few of whom took the opportunity to watch some of the Maidenhead United - Bath City Conference South game from the embankment (which Maidenhead won 3-1). At least one "refreshed" spectator engaged them in conversation, which went along the lines of him not wanting to hear about overrunning engineering work on Tuesday morning!

 

[mathmo]

I noticed this morning a couple of masts and cantilevers up over the relief lines about half a mile west of Maidenhead station which weren't there on Thursday. There are probably more but I could only see a small section of the line. Steady progress it seems!

 

[snowball]

Press release:

http://www.networkrailmediacentre.c...tion-work-between-bristol-and-bath-approaches

Passengers travelling between Bristol and Bath from 2 to 11 April are being advised to check before they travel as Network Rail carries out work to prepare the Great Western Main Line for the arrival of a new fleet of longer, faster, quieter and greener electric trains.

The work forms part of the company’s £40bn Railway Upgrade Plan to provide a bigger, better, more reliable railway for passengers and will involve the orange army working round-the-clock to deliver the railway upgrades needed for electrification. This work follows the successful track lowering project in Bath last summer and will involve:

Lowering the tracks at Keynsham station to protect the historic architecture of its footbridge, while creating the extra space needed for the overhead electric lines that will power the new fleet of electric trains to run underneath.
Platform modifications at Keynsham station following the lowering of the tracks.
Replacing the tracks at Oldfield Park station to provide greater reliability for passengers.
Installing the foundations for the overhead electric lines.

The nature of this improvement work means a temporary closure of the line between Oldfield Park and Keynsham stations is unavoidable. To minimise disruption to passengers, this temporary closure has been timed to coincide with the Easter school holidays, when fewer people use the railway.

 

[HowardGWR]

I assume from that PR about Oldfield Park to Keynsham that Saltford Tunnel does not need any preparation. I presume the proposed reinstatement of Saltford station has been taken into account, although I confess that I have always thought the best location for that would have been behind the Community Hall and sports ground, further west, which is more central to the town (can't really call it a village any longer).

 

[superkev]

In view of the current steel crisis I wonder where al the steel for the various electrification schemes aid sourced.
K

 

[LNW-GW Joint]

In view of the current steel crisis I wonder where al the steel for the various electrification schemes aid sourced.
K

Most of it is specialised stuff and I believe Italy is one source.
There are foreign construction firms involved in eg the GW scheme (Amey belongs to Ferrovial of Spain).
With no UK electrification for nearly 20 years the local supply chain vanished.

On the wider rail steel front, I believe most UK rail comes from Scunthorpe (they also export rail to France).
This is currently owned by Tata but about to be sold off to Liberty.
So rail orders will not keep Port Talbot open.

 

[Domh245]

In view of the current steel crisis I wonder where al the steel for the various electrification schemes aid sourced.
K

Adey Steel, Loughborough. seemingly. Trying to look into it, I'm not sure if they supply just supports, or supports and small part steelwork.

The NW electrification uses Italian stuff

 

[edwin_m]

Most of the steel will be in the support structures rather than the specialist small steelwork (the clue's in the name!). These ought to be obtainable from a range of sources, and with the steel industry generally short of work NR should be getting a good price.

 

[TheKnightWho]

In view of the current steel crisis I wonder where al the steel for the various electrification schemes aid sourced.
K

There's a steel crisis for jobs, but not for supply.

 

[GRALISTAIR]

With no UK electrification for nearly 20 years the local supply chain vanished.

Sorry to be OT and political but this was disgraceful.

So rail orders will not keep Port Talbot open.

I live in the USA and am out of touch - seriously - Port Talbot could close? Wow:cry:

 

[gwr4090]

In view of the current steel crisis I wonder where al the steel for the various electrification schemes aid sourced.
K

Port Talbot supplies rolled steel plate for the car industry, tinplate manufacture and white goods etc. I don't think it has ever (?) supplied steel for electrification.