Great Western Electrification Progress

[spark001uk]

The "not happy with the train" comment followed a post talking about 387s. I think in conversation the 387 and 800 had their wires crossed.

(see what I did there?)

 

[LNW-GW Joint]

The "not happy with the train" comment followed a post talking about 387s. I think in conversation the 387 and 800 had their wires crossed.
(see what I did there?)

So all fine with the 387s and the infrastructure, still a problem with the 800s.

 

[jyte]

So all fine with the 387s and the infrastructure, still a problem with the 800s.

Phew...

but the 800s are borkt....

not good.

 

[dmncf]

Yeah, I've had a play around with JourneyPlanner at work as well, and it shows normal train services. Kind of disappointing, as it seems they will be updated at the last minute, or not at all, thus confusing a lot of next week's Sunday passengers...

The closure on Sunday morning has finally appeared on journey planners, showing buses between Hayes & Harlington and Reading.

 

[edwin_m]

ATF? Maybe the increased steelwork is a little bit more "resonant" to electromagnetic radiation?

I honestly can't think of anything else.

I think it's very unlikely the OLE hardware is causing any sort of issue. The much vaunted high spec should mean minimal arcing, which is the only real cause of EMC arising from the pan to wire bit. If the 800 meets standards on the less resilient OLE of the ECML then it should do on GW with no problem.

The most likely explanation to my mind is that there is some trackside signalling/communications equipment used on the GWML but not elsewhere that is giving some unacceptable test results. Even then it may be a question of doing some more detailed analysis to demonstrate it is in fact within limits for safe and reliable operation, rather than changing hardware.

 

[coppercapped]

Well, the electrical supply system perhaps, not necessarily the whole lot. I can't really see the physical electrification causing that much havoc (although I do seem to remember some discussion about this some time in the past - I may be wrong on that account).

But re-reading Tio Terry's post, it seems that the 387s are causing issues with the communications network, whilst the 800 problem seems to be with the traction kit onboard the train from what I remember, so it may not be that the electrical supply itself is faulty. But, clearly something (or perhaps a lack of something) is causing problems which isn't present on the ECML but is on the GWML - any ideas?

One of Network Rail's electrification engineers gave a talk to an IMechE meeting a few months ago. Part of the talk concerned the monitoring and electrical protection system for the new overhead. I don't have my notes to hand but, from memory, because of a combination of the need to optimise the system for the auto-transformer feed, changes in the regulations for the protection of high voltage overhead wiring (not just the railways' overhead, but generally) and a requirement to limit service disruption if a fault occurs in one section by re-configuring the feeds to the unaffected parts and only isolating the affected wires, the protection circuits have been completely redesigned.

NR built an 'iron bird' which replicated all the switch and control gear between, IIRC, Didcot and Reading to identify issues before the real wiring was installed. This was some 20 metres long and the parts were located in the same relative positions as would occur in the final installation.

I suspect that the issues are more to do with the monitoring and control gear than with the physical wiring. It might take some effort to identify and fix the issues but the target is that if a fault occurs with the catenary over, say, the Up Main the system will automatically identify the location of the fault, the switchgear will isolate the affected stretch of wire and restore the power to the unaffected lines within some 5 seconds. Delays of hours while faults and lines are isolated should be a thing of the past.

It's probably worth waiting for.

 

[Tio Terry]

One of Network Rail's electrification engineers gave a talk to an IMechE meeting a few months ago. Part of the talk concerned the monitoring and electrical protection system for the new overhead. I don't have my notes to hand but, from memory, because of a combination of the need to optimise the system for the auto-transformer feed, changes in the regulations for the protection of high voltage overhead wiring (not just the railways' overhead, but generally) and a requirement to limit service disruption if a fault occurs in one section by re-configuring the feeds to the unaffected parts and only isolating the affected wires, the protection circuits have been completely redesigned.

NR built an 'iron bird' which replicated all the switch and control gear between, IIRC, Didcot and Reading to identify issues before the real wiring was installed. This was some 20 metres long and the parts were located in the same relative positions as would occur in the final installation.

I suspect that the issues are more to do with the monitoring and control gear than with the physical wiring. It might take some effort to identify and fix the issues but the target is that if a fault occurs with the catenary over, say, the Up Main the system will automatically identify the location of the fault, the switchgear will isolate the affected stretch of wire and restore the power to the unaffected lines within some 5 seconds. Delays of hours while faults and lines are isolated should be a thing of the past.

It's probably worth waiting for.

The387's are not causing any problems to the telecomms kit.

It's the 800's that are causing EMC problems which is affecting the telecomms kit. They had the same problems on the ECML it seems.

 

[coppercapped]

The387's are not causing any problems to the telecomms kit.

It's the 800's that are causing EMC problems which is affecting the telecomms kit. They had the same problems on the ECML it seems.

To which set of telecomms kit do you refer? Signalling, the SCADA power control or to general communications?

 

[Tio Terry]

To which set of telecomms kit do you refer? Signalling, the SCADA power control or to general communications?

Lineside copper cable using telecomms circuits of all types, SPT's, Points phones, data circuits, etc. Seems the EMC chucked out by the train is much greater than it should be.

 

[3973EXL]

Maidenhead to Reading

Two HOP trains out last night.
One was working on the DM from Twyford West to Kennet. One additional wire run up west of the existing run in Sonning Cutting. DM now wired from east of Duffield Road bridge to the west of the A4 bridge just before the pipe crosses over the tracks.

The other train was Twyford and east from there. Do not know what work was undertaken.

Two trains out again tonight and Wed night.

 

[jyte]

Maidenhead to Reading

Two HOP trains out last night.
One was working on the DM from Twyford West to Kennet. One additional wire run up west of the existing run in Sonning Cutting. DM now wired from east of Duffield Road bridge to the west of the A4 bridge just before the pipe crosses over the tracks.

The other train was Twyford and east from there. Do not know what work was undertaken.

Two trains out again tonight and Wed night.

Okay, on Thursday can you tell me what's been done?

I'll update the map then.

 

[deltic08]

Why on earth would anyone want a 2 car EMU with capacity after PRM accommodation slightly higher than a London bus?

If it doesn't justify 3 cars it can't possibly be worth spending £m electrifying it.

Eradicating an island of diesel operation in an otherwise all electric sea does have a cost saving especially where the branch is a short single line branch with a reversal too short for a 3-car EMU.

An occasion has arisen where a couple of 2-car EMUs could be procured for the Bourne End branch for relatively little.

The other Thames Valley branches will be electrified eventually so that would leave Bourne End diesel. Where would these DMUs be maintained if depots in the area are geared up to all electric maintenance.

 

[swt_passenger]

The other Thames Valley branches will be electrified eventually so that would leave Bourne End diesel. Where would these DMUs be maintained if depots in the area are geared up to all electric maintenance.

There's no sign of the North Downs line being electrified. Until that ever happens a Bourne End/Marlow unit will still have plenty of mates. Not forgetting the Greenford unit.

 

[SpacePhoenix]

The most likely explanation to my mind is that there is some trackside signalling/communications equipment used on the GWML but not elsewhere that is giving some unacceptable test results. Even then it may be a question of doing some more detailed analysis to demonstrate it is in fact within limits for safe and reliable operation, rather than changing hardware.

The only difference in signalling equipment that I can think of is ATP. When they were being tested on the test track, were they tested with ATP?

 

[Mag_seven]

The closure on Sunday morning has finally appeared on journey planners, showing buses between Hayes & Harlington and Reading.

Whatever happened to "informed traveller" timescales? I can see lots of confusion, missed flights etc. Hope travelers can claim compensation if they have already booked.

 

[edwin_m]

The only difference in signalling equipment that I can think of is ATP. When they were being tested on the test track, were they tested with ATP?

Posts subsequent to my last one suggest the problem is with communications equipment and has been seen on the ECML too.

 

[jyte]

Finished the track map as far as Cardiff Central!

Need to fill in a few stations and junction names as well as clear up formatting along the route.

I'm going to take a break for a few days before I finish this off, it's taking much longer than hoped.

 

[D1009]

Posts subsequent to my last one suggest the problem is with communications equipment and has been seen on the ECML too.

I'm sure those of us of a non ranting disposition who are not technically mnded feel privileged to hear sensible comment on the situation.

 

[alxndr]

Finished the track map as far as Cardiff Central!

Need to fill in a few stations and junction names as well as clear up formatting along the route.

I'm going to take a break for a few days before I finish this off, it's taking much longer than hoped.

If you'd like a hand with the maps I'm happy to try to help, although I don't want to step on any toes of course!

 

[jyte]

If you'd like a hand with the maps I'm happy to try to help, although I don't want to step on any toes of course!

Thank you for the offer and I'll bear it it mind.

It shouldn't be to hard to finish off, maybe another 1/2 hour, after that hopefully the current electrification layers will just easily copy across. As/when I get bored I'll hand over all the PSD files & photoshop elements to someone who can keep updating the map.

 

[II]

I thought it'd be useful to provide a summary of the trains due to be formed by Class 387s coming from further afield than Hayes & Harlington from 22nd May onwards:

Services towards London Paddington:
2P14, 06:56 Maidenhead to Paddington, calling Taplow (06:59), Burnham (07:02), Slough (07:07), Langley (07:11), Iver (07:14), West Drayton (07:18), Hayes & Harlington (07:23), Southall (07:27), Ealing Broadway (07:33) and London Paddington (07:46).
1P93, 07:33 Maidenhead to Paddington, non-stop to London Paddington (08:04).
1P94, 07:42 Maidenhead to Paddington, calling Taplow (07:45), Slough (07:51) and London Paddington (08:21).
2P25, 08:29 Slough to Paddington, calling Langley (08:32), West Drayton (08:39), Hayes & Harlington (08:43), Southall (08:47), Ealing Broadway (08:53) and London Paddington (09:04).
1P97, 08:42 Maidenhead to Paddington, calling Taplow (08:46), Slough (08:51), Southall (09:01) and London Paddington (09:22).
2P32, 09:07 Maidenhead to Paddington, calling Slough (09:14), West Drayton (09:21), Hayes & Harlington (09:28), Southall (09:32), Ealing Broadway (09:38) and London Paddington (09:49).
1P98, 09:43 Slough to Paddington, non-stop to London Paddington (10:13).
2P73, 18:18 Maidenhead to Paddington, calling Slough (18:25), Langley (18:29), Iver (18:32), West Drayton (18:37), Hayes & Harlington (18:41), Ealing Broadway (18:48) and London Paddington (18:59).


Services from London Paddington:
2S80, 09:09 Paddington to Slough, non-stop to Slough (09:34).
1N40, 16:09 Paddington to Maidenhead, calling Slough (16:34) and Maidenhead (16:42).
1N42, 16:42 Paddington to Maidenhead, non-stop to Maidenhead (17:13).
2D55, 17:14 Paddington to Maidenhead, calling Ealing Broadway (17:23), Hayes & Harlington (17:29), West Drayton (17:34), Langley (17:41), Slough (17:46), Burnham (17:51), and Maidenhead (18:05).
1N44, 17:42 Paddington to Maidenhead, calling Slough (18:04), and Maidenhead (18:13).
1N52, 18:42 Paddington to Maidenhead, calling Slough (19:04), and Maidenhead (19:14).
1N62, 19:36 Paddington to Maidenhead, non-stop to Maidenhead (20:00).


A fairly mixed bag of calling patterns and timings, three calling at Taplow in the up direction but none in the down for example. Some are trains that run now, and some are new or amended from the current timetable, and there's quite a lot of empty stock movements to get the stock in position which will be a test of the track capacity.

All services are formed by three different diagrams (all hopefully 8-car), though one of the evening ones swaps about with one of the Paddington-Hayes EMU diagrams, so that's a total of five EMU diagrams required per day for all of the 387 diagrams.

 

[leomartin125]

I thought it'd be useful to provide a summary of the trains due to be formed by Class 387s coming from further afield than Hayes & Harlington from 22nd May onwards:

Services towards London Paddington:
2P14, 06:56 Maidenhead to Paddington, calling Taplow (06:59), Burnham (07:02), Slough (07:07), Langley (07:11), Iver (07:14), West Drayton (07:18), Hayes & Harlington (07:23), Southall (07:27), Ealing Broadway (07:33) and London Paddington (07:46).
1P93, 07:33 Maidenhead to Paddington, non-stop to London Paddington (08:04).
1P94, 07:42 Maidenhead to Paddington, calling Taplow (07:45), Slough (07:51) and London Paddington (08:21).
2P25, 08:29 Slough to Paddington, calling Langley (08:32), West Drayton (08:39), Hayes & Harlington (08:43), Southall (08:47), Ealing Broadway (08:53) and London Paddington (09:04).
1P97, 08:42 Maidenhead to Paddington, calling Taplow (08:46), Slough (08:51), Southall (09:01) and London Paddington (09:22).
2P32, 09:07 Maidenhead to Paddington, calling Slough (09:14), West Drayton (09:21), Hayes & Harlington (09:28), Southall (09:32), Ealing Broadway (09:38) and London Paddington (09:49).
1P98, 09:43 Slough to Paddington, non-stop to London Paddington (10:13).
2P73, 18:18 Maidenhead to Paddington, calling Slough (18:25), Langley (18:29), Iver (18:32), West Drayton (18:37), Hayes & Harlington (18:41), Ealing Broadway (18:48) and London Paddington (18:59).


Services from London Paddington:
2S80, 09:09 Paddington to Slough, non-stop to Slough (09:34).
1N40, 16:09 Paddington to Maidenhead, calling Slough (16:34) and Maidenhead (16:42).
1N42, 16:42 Paddington to Maidenhead, non-stop to Maidenhead (17:13).
2D55, 17:14 Paddington to Maidenhead, calling Ealing Broadway (17:23), Hayes & Harlington (17:29), West Drayton (17:34), Langley (17:41), Slough (17:46), Burnham (17:51), and Maidenhead (18:05).
1N44, 17:42 Paddington to Maidenhead, calling Slough (18:04), and Maidenhead (18:13).
1N52, 18:42 Paddington to Maidenhead, calling Slough (19:04), and Maidenhead (19:14).
1N62, 19:36 Paddington to Maidenhead, non-stop to Maidenhead (20:00).


A fairly mixed bag of calling patterns and timings, three calling at Taplow in the up direction but none in the down for example. Some are trains that run now, and some are new or amended from the current timetable, and there's quite a lot of empty stock movements to get the stock in position which will be a test of the track capacity.

All services are formed by three different diagrams (all hopefully 8-car), though one of the evening ones swaps about with one of the Paddington-Hayes EMU diagrams, so that's a total of five EMU diagrams required per day for all of the 387 diagrams.

Thanks for that! Can't wait to travel on one of these services.

Meanwhile, we at GWR have been alerted of a short notice all line possession from Stockley Bridge Junction to Ruscombe on Sunday until approximately 1300. No trains Paddington to Reading High Speed until 1300, HST's will start and terminate at Reading, and shuttle services will run between Hayes & Harlington and London Paddington. This possession is for Network Rail to turn on the electricity for the wires.

 

[jyte]

Thanks for that! Can't wait to travel on one of these services.

Meanwhile, we at GWR have been alerted of a short notice all line possession from Stockley Bridge Junction to Ruscombe on Sunday until approximately 1300. No trains Paddington to Reading High Speed until 1300, HST's will start and terminate at Reading, and shuttle services will run between Hayes & Harlington and London Paddington. This possession is for Network Rail to turn on the electricity for the wires.

Anyone know if 1P93 (the non-stop) will run on the fasts?

 

[Siemens Staines]

Anyone know if 1P93 (the non-stop) will run on the fasts?

1P93 is shown on RTT to run on the Up Main from Dolphin Jct. 1N62 is shown to use the Down Main to Slough West, so 1N62 is the only one currently shown to use the main lines through Slough.

 

[hassaanhc]

Thanks for that! Can't wait to travel on one of these services.

Meanwhile, we at GWR have been alerted of a short notice all line possession from Stockley Bridge Junction to Ruscombe on Sunday until approximately 1300. No trains Paddington to Reading High Speed until 1300, HST's will start and terminate at Reading, and shuttle services will run between Hayes & Harlington and London Paddington. This possession is for Network Rail to turn on the electricity for the wires.

The half-hourly GWR service between Paddington and Hayes & Harlington appears to be timed for EMUs. Could this be the first time Class 387s are in service on a Sunday? Does make sense using those out of West Ealing Sidings instead of stabling 165/166 units away from Reading.

 

[Tw99]

There was a single 387 unit doing runs from Reading Depot to Didcot and back again today. It looks like there were some non-stop runs and some stopping at all intermediate stations. Just caught sight of it coming through Tilehurst on the last return journey.

 

[mr_moo]

Awesome map and thanks for taking the time to make it.

One point ref Cardiff - Initially I thought your map was out of date but I've realised the issue is actually that the bridge where the Cardiff Central to Queen Street lines go over the lines to Newport, is shown in the wrong place.

The first two crossovers shown to the Cardiff side are actually on the Newport side of the bridge (including to the Newport side of the Queen Street to Bay line which isn't shown on the map).

Up to you whether you want to change it!

 

[leomartin125]

There was a single 387 unit doing runs from Reading Depot to Didcot and back again today. It looks like there were some non-stop runs and some stopping at all intermediate stations. Just caught sight of it coming through Tilehurst on the last return journey.

Yup, it was 387133 doing the tests between Didcot and Reading TCD. Managed to catch it several times this afternoon at Didcot, and cab it also.

Photos:
https://www.flickr.com/photos/138309095@N05/

 

[FGW_DID]

There was a single 387 unit doing runs from Reading Depot to Didcot and back again today. It looks like there were some non-stop runs and some stopping at all intermediate stations. Just caught sight of it coming through Tilehurst on the last return journey.

Yup, it was 387133 doing the tests between Didcot and Reading TCD. Managed to catch it several times this afternoon at Didcot, and cab it also.

Photos:
https://www.flickr.com/photos/138309095@N05/

Driver Training as it was on Monday as well.

 

[Kite159]

1P93 is shown on RTT to run on the Up Main from Dolphin Jct. 1N62 is shown to use the Down Main to Slough West, so 1N62 is the only one currently shown to use the main lines through Slough.

I wonder if the 387s will be cleared to run at 110 mph on the main-lines