Great Western Electrification Progress

[DidcotDickie]

Further to my earlier reply to Jyte, I've read that the weekend of 16th/17th September is the planned date for energising the Maidenhead-Tilehurst section with Didcot-Wootton Bassett following in May/June 2018 (better sort out the bridge at Steventon High St pretty quick then!!)

Lots of work going on this weekend as NR contractors take advantage of the block between Didcot and Swindon. At Challow the up main, relief and down main are now wired from east of the A417 bridge through to Denchworth (and probably west of Wantage Road, though I haven't checked).

The attached file shows the view west from the A417 bridge this morning, with a RRV on the down relief loop and you can just make out the HOPS train in the distance working on the up main. It looks like they are wiring up the junctions to link up with the previously wired section which runs from behind the HOPS train through to Baulking.

 

[3973EXL]

Does anyone know the status of platform 1&2 at Paddington?

It was still unwired last time I was there (over a month ago now) but I was just wondering if anyone knows if that position has changed.

On and unrelated considering the scale of the closures this weekend, I hope the HOPS train(s) is busy!

HOPS workings: 4 out 27/05, back 30/05.


http://www.realtimetrains.co.uk/search/advanced/XSJ/2017/05/27/0000-2359?stp=WVS&show=all&order=wtt

http://www.realtimetrains.co.uk/search/advanced/XSJ/2017/05/30/0001-0700?stp=WVS&show=all&order=wtt

 

[jyte]

HOPS workings: 4 out 27/05, back 30/05.


http://www.realtimetrains.co.uk/search/advanced/XSJ/2017/05/27/0000-2359?stp=WVS&show=all&order=wtt

http://www.realtimetrains.co.uk/search/advanced/XSJ/2017/05/30/0001-0700?stp=WVS&show=all&order=wtt

How much wiring is expected to get done over the Bank Holiday? The press releases say a HOPS train can do 1000-1500m a night but obviously if it's running 24/7 does that translate to 4000-5000m a day?

 

[QueensCurve]

Highly unlikely two would fail at once. If 1 fails they will still be able to run a half decent service.

For 1 too fail would be an illustration of Murphey's Law. If a second one failed while the first was down, it would be an example of Sodde's law.

 

[QueensCurve]

So the only power supply failure mode which would knock out a complete ATFS would be if the 400kV grid supply failed. Considering the grid is essentially an enormous ring main any point can be supplied from either side. How often does the 400kV grid fail? I have no statistics, but judging by the number of times my house is plunged into blackness - not very often!

There was a failure deemed to be a once in 300y event during the Great Storm of 16 October 1987. I don't know of any other since

 

[QueensCurve]

That includes the northern Haymarket tunnel which has no connection to the Carstairs line at all

Is that true? My recollection is that, in the 1980s, there were ladder crossings in Princes St Gardens that connected all 4 tracks.

I vividly - and I hope correctly - recall being routed into the through platform on the North side of Waverly when arriving from Carstairs.

 

[317 forever]

Further to my earlier reply to Jyte, I've read that the weekend of 16th/17th September is the planned date for energising the Maidenhead-Tilehurst section with Didcot-Wootton Bassett following in May/June 2018 (better sort out the bridge at Steventon High St pretty quick then!!)

Lots of work going on this weekend as NR contractors take advantage of the block between Didcot and Swindon. At Challow the up main, relief and down main are now wired from east of the A417 bridge through to Denchworth (and probably west of Wantage Road, though I haven't checked).

The attached file shows the view west from the A417 bridge this morning, with a RRV on the down relief loop and you can just make out the HOPS train in the distance working on the up main. It looks like they are wiring up the junctions to link up with the previously wired section which runs from behind the HOPS train through to Baulking.

On the GWR website I have seen the timetable up to the end of the year. As the electrification as far as Tilehurst is to be energised in September, I wonder whether shuttles as far as Reading will be electrified at the start of 2018, if not indeed in the December 2017 timetable change?

 

[edwin_m]

Is that true? My recollection is that, in the 1980s, there were ladder crossings in Princes St Gardens that connected all 4 tracks.

I vividly - and I hope correctly - recall being routed into the through platform on the North side of Waverly when arriving from Carstairs.

That is true, but the previous post referred to Haymarket tunnel, which is west of Princes Street Gardens. The northern Haymarket tunnel runs only to the northern pair of through platforms at Haymarket, whereas the lines towards Carstairs only connect to the southern pair.

 

[jyte]

Okay,

Because I've got a few days off this week I'm going to try and produce an updated map (I know it's been a while) once the blockades ar over.

I make no promises though

 

[Wilts Wanderer]

On the GWR website I have seen the timetable up to the end of the year. As the electrification as far as Tilehurst is to be energised in September, I wonder whether shuttles as far as Reading will be electrified at the start of 2018, if not indeed in the December 2017 timetable change?

But Tilehurst to Didcot is already energised. Therefore Jan 2018 should see 387s working from Paddington to Didcot on the stopping services and all the Readings as well. There will be connecting Turbos from Didcot to Oxford / Banbury.

 

[jyte]

But Tilehurst to Didcot is already energised. Therefore Jan 2018 should see 387s working from Paddington to Didcot on the stopping services and all the Readings as well. There will be connecting Turbos from Didcot to Oxford / Banbury.

Is GWR proposing an increase in turbos to Banbury as part of electrification programme or is the number going to remain the same?

I vaguely remember there being a suggestion that with the oxford electrification deferred and Oxford having a relatively limited station layout, it made more sense to run more trains to Banbury rather than terminate them at Oxford.

Disclaimer : my memory can be pretty bad sometimes

 

[Wilts Wanderer]

I think the plan is for the existing number of trains but with minor tweaks to the timetable to allow them to be formed as through trains from Didcot (which will be half-hourly, so you'd be looking at probably every 4th train going through, slightly more in the peaks?)

 

[jyte]

I think the plan is for the existing number of trains but with minor tweaks to the timetable to allow them to be formed as through trains from Didcot (which will be half-hourly, so you'd be looking at probably every 4th train going through, slightly more in the peaks?)

I may be misunderstanding you, so bear with me:

If they're through trains from Didcot, doesn't that mean diesel turbo Paddington to Banbury operation which is what they're trying to avoid? (I guess they could originate from the lovely new Reading as Diesel with less issues)

That is unless GWR buys yet more bi-mode IEPs (like they did for Bedwyn) or takes a 'gamble' with the 319 Flex.

 

[QueensCurve]

That is true, but the previous post referred to Haymarket tunnel, which is west of Princes Street Gardens. The northern Haymarket tunnel runs only to the northern pair of through platforms at Haymarket, whereas the lines towards Carstairs only connect to the southern pair.

Apologues. I misread Haymarket as The Mound. I don't know why. Dementia calls.

 

[DidcotDickie]

I may be misunderstanding you, so bear with me:

If they're through trains from Didcot, doesn't that mean diesel turbo Paddington to Banbury operation which is what they're trying to avoid? (I guess they could originate from the lovely new Reading as Diesel with less issues)

That is unless GWR buys yet more bi-mode IEPs (like they did for Bedwyn) or takes a 'gamble' with the 319 Flex.

I think you are. I think what WW is saying is that the existing Oxford to Padd via Didcot stopping service will be split, once electric working starts to Didcot. Class 387s will work the Didcot-Padd stopping service (plus some peak hour fasts).

The turbos will work a half-hourly connecting shuttle service from Didcot to Oxford. It make sense to combine these with the 2 hourly Oxford-Banbury stopping service, so every fourth train of the Didcot-Oxford shuttles will run through to Banbury and vice versa.

For completeness the half-hourly Padd-Oxford fasts will be worked by class 800s/802s which will switch from AC to diesel on the move at Didcot. Every other one of these will work through to the North Cotswold Line.

Hopefully clear now?

 

[jyte]

I think you are. I think what WW is saying is that the existing Oxford to Padd via Didcot stopping service will be split, once electric working starts to Didcot. Class 387s will work the Didcot-Padd stopping service (plus some peak hour fasts).

The turbos will work a half-hourly connecting shuttle service from Didcot to Oxford. It make sense to combine these with the 2 hourly Oxford-Banbury stopping service, so every fourth train of the Didcot-Oxford shuttles will run through to Banbury and vice versa.

For completeness the half-hourly Padd-Oxford fasts will be worked by class 800s/802s which will switch from AC to diesel on the move at Didcot. Every other one of these will work through to the North Cotswold Line.

Hopefully clear now?

Very, thank you.

I thought this project was trying to avoid diesel under the wires operation east of Reading as much as possible so even 1tp2h extra diesel into Paddington seemed high!

 

[DidcotDickie]

Very, thank you.

I thought this project was trying to avoid diesel under the wires operation west of Reading as much as possible so even 1tp2h extra diesel into Paddington seemed high!

You're welcome

Once the class 800s and 387s start there will still be diesel between Didcot and Reading in the form of Cross Country Voyagers and, of course, freight. East of Reading there'll be turbos working the Thames Valley branches (as well as Reading-Gatwick and Reading-Basingstoke), but OTOH I can't think there will be scheduled diesel workings into Padd, once all the HSTs have gone over to class 800/802 operation.

To follow up on your earlier point, actually GWR DID order additional class 802s for the Oxford fast and Bedwyn services once it became clear that electrification between Didcot and Oxford was in trouble and a solution for the Bedwyn terminators was needed (it seems that the original plan for a Newbury-Bedwyn turbo shuttle wasn't very popular ). In an earlier iteration of the proposed timetable the Oxford fasts were to be split between 800s and 387s, with the 800s working through to the North Cotswold line. With Oxford wiring indefinitely deferred this clearly wasn't going to work so plan B in the form of additional 802s was put into action.

Someone in the know on here is welcome to correct me but I believe that these were agreed with DfT as an add on to the order of 802s for the West Country services.

 

[jyte]

You're welcome

Once the class 800s and 387s start there will still be diesel between Didcot and Reading in the form of Cross Country Voyagers and, of course, freight. East of Reading there'll be turbos working the Thames Valley branches (as well as Reading-Gatwick and Reading-Basingstoke), but OTOH I can't think there will be scheduled diesel workings into Padd, once all the HSTs have gone over to class 800/802 operation.

To follow up on your earlier point, actually GWR DID order additional class 802s for the Oxford fast and Bedwyn services once it became clear that electrification between Didcot and Oxford was in trouble and a solution for the Bedwyn terminators was needed (it seems that the original plan for a Newbury-Bedwyn turbo shuttle wasn't very popular ). In an earlier iteration of the proposed timetable the Oxford fasts were to be split between 800s and 387s, with the 800s working through to the North Cotswold line. With Oxford wiring indefinitely deferred this clearly wasn't going to work so plan B in the form of additional 802s was put into action.

Someone in the know on here is welcome to correct me but I believe that these were agreed with DfT as an add on to the order of 802s for the West Country services.

According to Wikipedia there are 7 extra 802s for Bedwyn and Oxford (I don't know what the split is, probably 4/3 or 3/4) as part of the West Country Franchise - which is great, because now Bedwyn gets a direct service that won't have 90mph trains taking up several paths on the fasts, it's just a shame that the Thames branches will still be diesel.

ignore the following drivel, thanks for the corrections

On diesel working: Last year there was a consideration for 1 direct diesel service from Windsor, Bourne End and Henley each to Paddington in the morning peak and one similar return in the evening peak (branch users understandably want direct trains even if a consistent, regular stock on the relief lines and interchange would be more efficient use of capacity).

I think in RAIL (a late 2016 issue) the 319 Flex was suggested as a possible solution for avoiding diesel operation (a "diesel island) into Paddington whilst maintaining an occasional direct service. I would love someone working on the project/for NR/for GWR to update this position as I can no longer find the relevant information despite some googling and I suspect I am now wrong.

Also in my previous post I confused East and West, I have amended this.

 

[swt_passenger]

Last year there was a consideration for 1 direct diesel service from Windsor, Bourne End and Henley each to Paddington in the morning peak and one similar return in the evening peak (branch users understandably want direct trains even if a consistent, regular stock on the relief lines and interchange would be more efficient use of capacity).

Where was this considered?

The franchise stakeholder brief said there would be no through running onto the branches after SLC2 in May 2017 (based on the original electrification completion dates).

 

[Clarence Yard]

According to Wikipedia there are 7 extra 802s for Bedwyn and Oxford (I don't know what the split is, probably 4/3 or 3/4) as part of the West Country Franchise - which is great, because now Bedwyn gets a direct service that won't have 90mph trains taking up several paths on the fasts, it's just a shame that the Thames branches will still be diesel.

On diesel working: Last year there was a consideration for 1 direct diesel service from Windsor, Bourne End and Henley each to Paddington in the morning peak and one similar return in the evening peak (branch users understandably want direct trains even if a consistent, regular stock on the relief lines and interchange would be more efficient use of capacity).

I think in RAIL (a late 2016 issue) the 319 Flex was suggested as a possible solution for avoiding diesel operation (a "diesel island) into Paddington whilst maintaining an occasional direct service. I would love someone working on the project/for NR/for GWR to update this position as I can no longer find the relevant information despite some googling and I suspect I am now wrong.

Also in my previous post I confused East and West, I have amended this.

Where to start! The extra 802 units were ordered by FG using a previously negotiated option on the "West Country" 29. They are for three purposes, fast Oxfords, the loss of the 18th long IET set as a result of bi-modalisation and a shuffle round of sets to allow 5 car sets to go on the Bedwyns.

There has been no consideration of retaining through workings to the branches - the 2018/9 timetables on both the main and reliefs won't allow it. This applies to both Turbo and any possible Flex operation.

 

[Class 170101]

Two HOPS trains working last night.

Two trains? I thought there was only one HOPS train that could be split into its constituent parts.

 

[jimm]

The turbos will work a half-hourly connecting shuttle service from Didcot to Oxford. It make sense to combine these with the 2 hourly Oxford-Banbury stopping service, so every fourth train of the Didcot-Oxford shuttles will run through to Banbury and vice versa.

For completeness the half-hourly Padd-Oxford fasts will be worked by class 800s/802s which will switch from AC to diesel on the move at Didcot. Every other one of these will work through to the North Cotswold Line.

Hopefully clear now?

Should be noted that in anticipation of the need to have Turbos covering Oxford-Didcot, as of last month the 06.53 Worcester to Oxford all-stations stopper has been extended through to Didcot, where it gives good connections with a fast and semi-fast towards Paddington and a westbound Bath and Bristol HST.

The December 2018 Service Level Commitment also indicates that the afternoon return halts train is likely to be separated from the London service and to run only as far as Moreton-in-Marsh, so this looks like a candidate to start back from Didcot as well.

There are also indications a couple of other services to be operated on the Cotswold Line from December 2018 will not need to run to/from London, so again these might be potential candidates for through running with a Turbo to/from Didcot.

In the peaks, pretty much all of the Oxford route expresses will work through from (mornings)/to (evenings) the Cotswold Line, not just every other train - one or two may be candidates for 2x5 portion working to/from Oxford. One candidate may be whatever succeeds the current 17.49 Paddington-Worcester. Typical current loadings beyond Oxford would easily fit in a 180 or five-car 800.

 

[DidcotDickie]

Does anyone know the status of platform 1&2 at Paddington?

It was still unwired last time I was there (over a month ago now) but I was just wondering if anyone knows if that position has changed.

On and unrelated considering the scale of the closures this weekend, I hope the HOPS train(s) is busy!

Your question provides me with the excuse to post a link to this rather splendid photo of platforms 1&2 here:

http://twitter.com/Steam_Dreams/status/869537653619863553/photo/1

I think this was taken yesterday. Above the loco you can see that the headspan supports for the wiring are in place, but I can't see any actual wires there yet.

 

[jyte]

I think this was taken yesterday. Above the loco you can see that the headspan supports for the wiring are in place, but I can't see any actual wires there yet.

Those white things?

Are you sure? I thought they were part of the roof structure.


Edit: They're visible in this 2008 image or even further back in 1988!.

 

[DidcotDickie]

Those white things?

Are you sure? I thought they were part of the roof structure.


Edit: They're visible in this 2008 image or even further back in 1988!.

Hmm - that's interesting. I wonder if they have used some of the original structure to suspend the wires from?

Here's a picture from platform 5 across to 4

http://www.interopa.co.uk/images/news/7yh_133010.jpg

and looking the other way across 7 and 8.

http://londontopia.net/wp-content/uploads/2015/08/Paddington_station_MMB_55_332XXX.jpg

However they've done it, they'll need to complete wiring of 1&2 before the GWR main line electric services start!

 

[jyte]

Hmm - that's interesting. I wonder if they have used some of the original structure to suspend the wires from?

Here's a picture from platform 5 across to 4

http://www.interopa.co.uk/images/news/7yh_133010.jpg

and looking the other way across 7 and 8.

http://londontopia.net/wp-content/uploads/2015/08/Paddington_station_MMB_55_332XXX.jpg

However they've done it, they'll need to complete wiring of 1&2 before the GWR main line electric services start!

Definitely right about that last part!

It's going to be a little weird if the white struts are used as part of electrification, I think the other struts are still sooty grey - they haven't been cleaned. Do we have any painted OHLE structures in the UK?

 

[Tio Terry]

Hmm - that's interesting. I wonder if they have used some of the original structure to suspend the wires from?

Here's a picture from platform 5 across to 4

http://www.interopa.co.uk/images/news/7yh_133010.jpg

and looking the other way across 7 and 8.

http://londontopia.net/wp-content/uploads/2015/08/Paddington_station_MMB_55_332XXX.jpg

However they've done it, they'll need to complete wiring of 1&2 before the GWR main line electric services start!

Yes, the Heathrow electrification did use part of the roof structure to hang the wires from and the same will happen on 1 & 2. The Explicit Risk Estimation has been completed, there is a design, so all that's needed now is the possessions to carry out the work.

 

[DidcotDickie]

Yes, the Heathrow electrification did use part of the roof structure to hang the wires from and the same will happen on 1 & 2. The Explicit Risk Estimation has been completed, there is a design, so all that's needed now is the possessions to carry out the work.

Thank you TT!

 

[3973EXL]

Two trains ex Swindon at Ruscombe last night. Working on the DR and UR.

http://www.realtimetrains.co.uk/train/B30933/2017/05/31/advanced
http://www.realtimetrains.co.uk/train/B30948/2017/05/31/advanced

UR wired approximately MP30 to MP29 1/2.
DR wired approximately MP29 to MP29 1//2.

Observations from 31/05:

Maidenhead end gap: UR DR & UM no wires, DM wired.
Tilehurst end gap: DM wired, UM DR UR catenary wire.

Just East of Reading the DR wired from Kennet through the station to West Jn, catenary from there to Scours.
UR has a short gap east of Reading, otherwise same as DR.

DM only has a short gap, approx. 1/2 mile, Kennet to New Jn.

Pictures of Twyford overbridge.
Views from Milley bridge: first towards Padd showing DR wired. DM also wired but the UM has only the catenary wire.
Couple of views west, second zoomed to show Ruscombe crossovers.

 

[ANP1990]

Arrived on P1 at paddington this morning. The electrification is not using the white tie bars. They have recently put the copper wires across the adjacent tracks using roof support/column. (Couldn't take a picture this morning but will try and get one later).