Great Western Electrification Progress

[swt_passenger]

When I was passing Langley yesterday, I noticed something on the portal immediately East of the platforms. On the UM there are two orange leads that appear to be across the insulator. Obviously that can't be right, that would short the supply out to the metalwork?

Sorry for pic quality, but it roughly shows their placement.

I think it is a safety earth strap applied as a precaution during certain stages of the installation work. Probably where there is partial energisation in the vicinity, but the whole installation is not yet complete.

 

[edwin_m]

I suspect there are various bits of finishing off to do, and now that the line is officially live it needs isolating and earthing every time anyone needs access.

 

[Tio Terry]

When I was passing Langley yesterday, I noticed something on the portal immediately East of the platforms. On the UM there are two orange leads that appear to be across the insulator. Obviously that can't be right, that would short the supply out to the metalwork?

Sorry for pic quality, but it roughly shows their placement.

At a guess, it's to prevent unwanted induced voltage from an adjacent electrified line whilst people are working on the dead one.

 

[3973EXL]

From the west end of the Loddon Viaduct (London side of Twyford West crossovers) the UM/UR are wired through Sonning Cutting.

The DR wires are just required at the Reading end of the cutting.

The DM was wired through, but a contact wire run in the middle has been removed.

Twyford West crossovers still to be wired.

ATF up on the DM side but not on the UR side.

 

[3973EXL]

No change to the following at Maidenhead:

Maidenhead Plat 5 loop is not fully wired.
There is a wire run from part way along the platform onto the Bourne End branch.
Connection from the loop/stabling sidings to the Reading end of plat 4 is not wired.

Changes:

Turnback siding has now been laid. Top ballast still to be laid.

Reading Platforms:

Only 10 & 12 to wire. Catenary wire is up on 12.

Wires:
After the Maidenhead gap from MP25, the main lines are wired from approximately MP25 3/4 to MP 34 3/4 with the following gap - before MP30 to after MP31 1/2.
There are two wire runs of Catenary wire only - UM Ruscombe crossovers area, and DM middle of Sonning Cutting (contact wire was up previously).

On the reliefs, Sonning Cutting excluded, there appears to be one additional run on both the UR and DR towards Maidenhead.

 

[59CosG95]

Not news on electrification strictly speaking, but thought that this may be of interest to everyone on here. http://www.globalrailnews.com/2017/...way-class-802-test-train-leaves-japan-for-uk/

(I've taken the liberty of putting it on the Class 800 & GWR livery threads as well.)

 

[jyte]

Not news on electrification strictly speaking, but thought that this may be of interest to everyone on here. http://www.globalrailnews.com/2017/...way-class-802-test-train-leaves-japan-for-uk/

(I've taken the liberty of putting it on the Class 800 & GWR livery threads as well.)

Wow.

Left in April, arrives in June...

Guess I should stop complaining about Amazon's free 3-5 day shipping then.

 

[edwin_m]

Wow.

Left in April, arrives in June...

Guess I should stop complaining about Amazon's free 3-5 day shipping then.

It would have been a bit quicker if they'd hooked it onto the back of that freight train from China. Bit of a problem with track gauge though.

 

[HowardGWR]

It would have been a bit quicker if they'd hooked it onto the back of that freight train from China. Bit of a problem with track gauge though.

I began thinking 'I hope they don't get salt spray damage' - and then I thought about where they are destined to operate, and told myself not to be so silly!

 

[33Hz]

Post on Twitter yesterday that an electrostar was seen in Didcot.

 

[FGW_DID]

Post on Twitter yesterday that an electrostar was seen in Didcot.

They've been to Didcot several times, usually Driver training runs shuttling back & forth between there and Reading TCD. There have also been a small number of overnight test runs including a 12 car formation.

 

[jyte]

Aaaaaaaagh!!!!

I know why they did Reading-Didcot first but it's so massively frustrating watching this big gap in the scheme be plugged so seemingly slowly.

 

[JN114]

Aaaaaaaagh!!!!

I know why they did Reading-Didcot first but it's so massively frustrating watching this big gap in the scheme be plugged so seemingly slowly.

If you think you can do it quicker then I'm sure there's a couple of hundred engineers who'd love the extra time off...

 

[SpacePhoenix]

Once Paddington-Reading is done and energised, will GWR run Electrostars between the two as soon as they can once any required testing is done?

 

[jimm]

Aaaaaaaagh!!!!

I know why they did Reading-Didcot first but it's so massively frustrating watching this big gap in the scheme be plugged so seemingly slowly.

I don't know why you think it's slow - the work in the 'gap' has actually been going at a pretty good rate from what I have seen. And the Reading station area and all the junctions and chords just to the west are a pretty complicated set-up to tackle.

Once Paddington-Reading is done and energised, will GWR run Electrostars between the two as soon as they can once any required testing is done?

There would seem to be the potential for the overhead to be available for service some time ahead of December, but if GWR's rolling stock plans are now built around a January 'big bang' changeover to 387 operations as far as Didcot, then that may be set in stone. Though 800s may be able to use 25kv to and from Didcot from the day they enter service or soon after, which would be helpful if it avoids having to run for a few minutes on diesel through Twyford and Reading.

PS: jyte, I think you asked at some point about the wires on the station curve at Didcot - I was on a train that called there on Thursday, so had a look. The wires run out mid-way around the curve and the steel uprights finish just before the junction with the west curve from Foxhall junction.

PPS: There are some pictures of steelwork taking shape east of Chippenham here and on the following page of the thread.

http://www.rmweb.co.uk/community/index.php?/topic/78877-gwml-electification/page-128

 

[Chris125]

I know why they did Reading-Didcot first but it's so massively frustrating watching this big gap in the scheme be plugged so seemingly slowly.

Really? Compared to previous sections Maidenhead-Reading seems to be going up impressively quickly.

 

[reddragon]

There would seem to be the potential for the overhead to be available for service some time ahead of December, but if GWR's rolling stock plans are now built around a January 'big bang' changeover to 387 operations as far as Didcot, then that may be set in stone. Though 800s may be able to use 25kv to and from Didcot from the day they enter service or soon after, which would be helpful if it avoids having to run for a few minutes on diesel through Twyford and Reading.

The rule given is that GWR is that timetables will not be changed to allow 387s to go into service, hence peaks only to Maidenhead.

If the wires are completed early to Reading, driver training could start earlier and 387s could replaced diesels on the Reading Locals. Beyond Reading would have to wait for timetable changes except maybe some of the peak Didcot local services currently operated by HSTs / 180s on stoppers.

 

[jyte]

maybe some of the peak Didcot local services currently operated by HSTs / 180s on stoppers.

An HST on a stopper ...

Also, I said it 'feels' slow, but yes I concede that Stockley-Maidenhead ran even slower and this whole project has been slow enough to enter one of my old Primary School's Egg and Spoon races, if you will

And no, I definitely could not complete this project sooner.

 

[Mag_seven]

An HST on a stopper ...

e.g. 17.36 Padd - Oxford

http://www.realtimetrains.co.uk/train/C20113/2017/05/02/advanced

 

[reddragon]

An HST on a stopper ...

Also, I said it 'feels' slow, but yes I concede that Stockley-Maidenhead ran even slower and this whole project has been slow enough to enter one of my old Primary School's Egg and Spoon races, if you will

And no, I definitely could not complete this project sooner.

When I go up to London in the morning peaks, the all stations is a HST from Didcot to Maidenhead then fast, the best one skips Reading! 2 are HSTs, 1 a 180 and one a long 166 6-car.

The HSTs do not fit in the platforms are are often spare sets with odd coach formations too!

 

[jyte]

When I go up to London in the morning peaks, the all stations is a HST from Didcot to Maidenhead then fast, the best one skips Reading! 2 are HSTs, 1 a 180 and one a long 166 6-car.

The HSTs do not fit in the platforms are are often spare sets with odd coach formations too!

Still seems bonkers to run HSTs on Stoppers, with the comparatively slow acceleration and dwell time issues.

Also, congrats on being the 5000th post. I don't know if people around here do medals for that, but whatever.

I've been pretty busy lately, and so haven't done much work recently, but here's the GWML Electrification Ver 2.0.0 I managed to get together over my 'long weekend'. This version uses old electrification data so is now probably 1-2 months out of date. As usual, if anyone knows what's wrong, please let me know.

I'll try and issue an update based on what I've heard/seen/read this weekend but zero guarantee.

 

[II]

Still seems bonkers to run HSTs on Stoppers, with the comparatively slow acceleration and dwell time issues.

Certainly not ideal, but borne out of necessity given the current pressure on the Turbo fleet given ever increasing passenger numbers.

That pressure will shortly subside of course, so a nice shiny 8-car Class 387 or a 9/10 car IET set would be a more suitable replacement and would, at a guess, result in a five of more minute improvement in journey times between Didcot and Reading alone on current HST schedules if worked by 387s and nearly as much if worked by an IET.

 

[leomartin125]

Certainly not ideal, but borne out of necessity given the current pressure on the Turbo fleet given ever increasing passenger numbers.

That pressure will shortly subside of course, so a nice shiny 8-car Class 387 or a 9/10 car IET set would be a more suitable replacement and would, at a guess, result in a five of more minute improvement in journey times between Didcot and Reading alone on current HST schedules if worked by 387s and nearly as much if worked by an IET.

There is one pointless HST stopper that I use on a Friday morning heading to Swindon from Maidenhead.

2N16 comes along, usually a three car Turbo, at 0838. Everyone going to Reading or beyond gets on that train. About 5 minutes after this leaves, the platform is almost empty and 1R02 arrives with a service to Reading, no different to a Turbo in the fact it calls at Twyford, but has 8 coaches. It's normally empty inside, and hardly anyone gets on it because it's so closely timed to 2N16 that it's pointless.

I have never understood the reasoning to operate that service with a HST. I love it, how quiet it is and being able to catch a HST from Maidenhead for Reading, but the extra capacity isn't needed at that time clearly. The way I see it, could be better used elsewhere - though I'm not complaining!

 

[The Ham]

There is one pointless HST stopper that I use on a Friday morning heading to Swindon from Maidenhead.

2N16 comes along, usually a three car Turbo, at 0838. Everyone going to Reading or beyond gets on that train. About 5 minutes after this leaves, the platform is almost empty and 1R02 arrives with a service to Reading, no different to a Turbo in the fact it calls at Twyford, but has 8 coaches. It's normally empty inside, and hardly anyone gets on it because it's so closely timed to 2N16 that it's pointless.

I have never understood the reasoning to operate that service with a HST. I love it, how quiet it is and being able to catch a HST from Maidenhead for Reading, but the extra capacity isn't needed at that time clearly. The way I see it, could be better used elsewhere - though I'm not complaining!

It could be that it has to run and rather than have it as an enjoy train movement they use it as a service.

 

[Siemens Staines]

The other odd thing about this hst turn is the return working 1P95 0915 Reading - Paddington. This is the last train from both Reading and Maidenhead that Off Peak tickets are NOT valid and so runs lightly loaded as passengers use the substantially cheaper trains a few minutes later. In the case of Reading the next London bound hst is the 0505 from Penzance which is usually busy before the 0930 Off Peak spike hits it at Reading.

In the last years of NSE LHCS there was a 1F37 0935 Reading - Paddington that ran specifically to absorb this passenger spike. 1F37 came ECS from Paddington. 1P95 is the modern day equivalent train but fails to meet this objective. If 1P95 ran 15 minutes later, then 1R01 being almost empty would not matter so much (better 1R01 than 5F37). Perhaps electrification and the use of 387s will address this anomaly (desperate attempt to get back on topic...)

 

[4973]

Approached along the Marches this time so nothing about Filton - Newport.

The work on cutting back the canopy at Newport is progressing and the new stuff is in keeping with the earlier style. The main work left is the canopy adjacent to the old footbridge which is all glass with a hipped roof. The old footbridge has had the side and roof panelling removed but complete removal awaits re-routing some cables that use it to cross the lines (it also supports the trunking for the tannoy system on Platforms 1 and 2).

Several rumours were circulating as to its final removal. One being that it would be removed at the weekend (highly unlikely given that the cables and trunking mentioned above were still in place mid-afternoon Saturday). The other one was that a new overall footbridge linking Queensway and Mill Street (without giving access to the platforms) was to be built and the cables would run over that. No sign of any work for that was evident, so no action likely soon.

No movement that I could detect from memory on the posts and piling between Newport and Cardiff. No movement obvious at Cardiff station. Two new road overbridges are nearing completion between Ebbw Jn and Pengam.

Quite a lot of S & T work going on from about Wentloog to Swansea Loop West Jn.

Maliphant depot seems complete as regards steelwork but there is no wiring and the registration steelwork is clipped back.

 

[QueensCurve]

Aaaaaaaagh!!!!

I know why they did Reading-Didcot first but it's so massively frustrating watching this big gap in the scheme be plugged so seemingly slowly.

It is massively frustrating watching slow progress on the scheme as a whole. :cry:

 

[RichW1]

Will Great Western have ETCS overlay? I am guessing that's been scrapped?

 

[LNW-GW Joint]

Will Great Western have ETCS overlay? I am guessing that's been scrapped?

Paddington to Heathrow/Reading was contracted to Alstom last year.

 

[RichW1]

But no full implementation to Bristol Parkway at least? At one time in the documentation for Great Western upgrade by Network Rail, it stated 'opportunities to increase line speed to 140mph west of Reading will be reviewed in line with signalling upgrades' or a line saying something almost exact to that.