Intercity Express Programme (IEP) - ongoing discussion

[whole diary]

[IndustryInsider]

Really? And here was me with all my plans for the extra 6 minutes I'd be gaining on runs down to Plymouth!!! 

I know that was written tongue in cheek .... but I look back at early HST^▸ (High Speed Train) timetables as while there were some fast runs, there were also big gaps.  For my own journeys, I typically need to be at [ Paddington / Plymouth / Swindon / Cambridge ] at a  particular time, and trains that's 10 minutes faster but dumps me there 10 minute earlier is no gain.

The six minute gain to Plymouth should still happen as that route is going to be operating as originally planned as electric from London to Newbury and diesel from there onwards.  The lack of electric operation on that route is precisely the reason the gains are fairly small.  Hopefully there should be a frequency increase as well as the slight journey time improvements.

Let's just hope the driver doesn't forget to lower the pantograph at the end of the electrified section, as we don't want any more becoming ripped off as happened at Tilehurst last week on a test run!

[John R]

If that's a risk then I can imagine that drivers will switch to diesel at CPM^» (Chippenham - next trains), and never use the electric section to Thingley Jn.

[Richard Fairhurst]

Slightly surprised that the lowering isn't automated when a certain point is passed.

[stuving]

Slightly surprised that the lowering isn't automated when a certain point is passed.

Maybe it will. It's not part of the requirement, but at least two systems (SDO^▸ (Selective Door Opening) and the track and OLE^▸ (Overhead Line Equipment, more often "OHLE") monitoring) require GPS-based location to be available.

4.17 Infrastructure Monitoring Systems
TS2002 IEP^▸ (Intercity Express Program / Project.) Trains must monitor the railway infrastructure as detailed in the subsections below, on a continuous basis during the time the IEP Trains are In Service. The data that is recorded shall be collected, stored and provided to the Relevant Operator and Network Rail at the intervals specified.
The system(s) provided must enable each item of infrastructure equipment being monitored/recorded to be identified. The recorded data shall, in addition to the data identified in the relevant subsections below, include:
• unique identities for each IEP Train;
• the journey/diagram;
• IEP Train position in real time;
• the route(s) travelled over including position and direction; and
• date, and timestamp data to the nearest second.

So while the requirement does not refer to a positioning subsystem as such, it has to have one. That means that including a knowledge of where the wires are, and enforcing a "pan down" before they run out, would be "only software". Or, at least, a bleep to remind the driver.

[DidcotPunter]

Slightly surprised that the lowering isn't automated when a certain point is passed.

My understanding from elsewhere is that it will be. I'm not sure whether this will be through GPS, trackside balises or APC (Automated Power Control)-type magnets or a combination of these.

I imagine that they're not installed at Tilehurst where the IEP^▸ (Intercity Express Program / Project.) lost its pantograph as the gap between energised and unenergised sections is only temporary. I'd expect there to be more permanent installations at Didcot North Junction, Milton Junction, Newbury and eventually at Thingley Junction and Bristol Parkway (for Temple Meads services) once this stage of electrification is complete.

[IndustryInsider]

Yes, if it's to be done on the move it's far to risky just to rely on a driver to remember.

[Electric train]

Slightly surprised that the lowering isn't automated when a certain point is passed.

My understanding from elsewhere is that it will be. I'm not sure whether this will be through GPS, trackside balises or APC (Automated Power Control)-type magnets or a combination of these.

I imagine that they're not installed at Tilehurst where the IEP^▸ (Intercity Express Program / Project.) lost its pantograph as the gap between energised and unenergised sections is only temporary. I'd expect there to be more permanent installations at Didcot North Junction, Milton Junction, Newbury and eventually at Thingley Junction and Bristol Parkway (for Temple Meads services) once this stage of electrification is complete.

APC is only used at Neutral Sections  (Neutral Sections are a point in the contact system where it is necessary to provide electrical separation between two Grid supplies typically at Feeder Stations and Mid Points, there will be Neutral sections at Maidenhead to separate Didcot from Kensal Green)  or in a few rare locations dead sections of wire in running (dead sections of wire have been used in Scotland under bridges where there has been insufficient electrical clearance for live wires.
APC trip the VCB^▸ (Vacuum Circuit Breaker - electrification) on board the traction unit (VCB Vacuum Circuit Breaker) on the approach to the NS and reclose past the NS, it does not drop the Pan.

Where the wire runs out in normal running for bi mode trains there will be balises that ultimately will be part of the ETRMS signalling system, GPS will be a back up.  As 387 are not bi-mode I doubt they will be fitted with it. 

Normally if the pan runs out of wire the pan's ADD^▸ (Automatic Dropping Device) (Automatic Dropping Device) lowers it.  Apart from making future electrification wire runs easier one of the reason why short runs are taken off normal running (eg the Windsor, the Bourne End branches etc) these allow the pan to safely raise and then drop.    One place it has not worked is Blackfriars as the trains enter from the North some of the 319 the ADD did not work)

[Gohither68]

    ADD^▸ (Automatic Dropping Device) is only a protection system that hopefully will safeguard the pantograph
if the wires run out. Once activated the Pan will stay down and can only be reset by a
fitter. The roof strike at Blackfriars is a bit of an anomaly as the 319 would have had to be on DC^▸ (Direct Current) power to get up that severe incline.
    I have seen the procedure on IEP^▸ (Intercity Express Program / Project.) trains for changing from AC to Diesil mode. It's a one button job but just relies on the driver's route knowledge and lineside signage.
This sort on mishap will happen from time to time until ERTMS^▸ (European Rail Traffic Management System.) is up and running. Then the system will prompt the operator and if necessary stop the train if no action is taken.

[SandTEngineer]

Just to expand on ETs post above, here you will find a photograph of the first pair of APC magnets at a Neutral Section (the second pair being the same): http://www.railway-technical.com/Track-Magnet-at-Neutral-Section.jpg

[SandTEngineer]

This sort on mishap will happen from time to time until ERTMS^▸ (European Rail Traffic Management System.) is up and running. Then the system will prompt the operator and if necessary stop the train if no action is taken.

...think we will be losing a few pantographs before that happens....

[Electric train]

    ADD^▸ (Automatic Dropping Device) is only a protection system that hopefully will safeguard the pantograph
if the wires run out. Once activated the Pan will stay down and can only be reset by a
fitter. The roof strike at Blackfriars is a bit of an anomaly as the 319 would have had to be on DC^▸ (Direct Current) power to get up that severe incline.
    I have seen the procedure on IEP^▸ (Intercity Express Program / Project.) trains for changing from AC to Diesil mode. It's a one button job but just relies on the driver's route knowledge and lineside signage.
This sort on mishap will happen from time to time until ERTMS^▸ (European Rail Traffic Management System.) is up and running. Then the system will prompt the operator and if necessary stop the train if no action is taken.

The Blackfriars strike was actually caused by a defective pan, the train was in DC mode, however the ADD is not totally infallible as a number of Eurostars found out at Saltwood Tunnel in the 1990's

In the early days of running electric trains in a new area where there are drivers and signallers not used to electric traction these types of mishaps happen, experience is soon gained  

[Electric train]

This sort on mishap will happen from time to time until ERTMS^▸ (European Rail Traffic Management System.) is up and running. Then the system will prompt the operator and if necessary stop the train if no action is taken.

...think we will be losing a few pantographs before that happens....

They are designed to break away.  It does cause the passengers in the train to require new underpants though   

[Bmblbzzz]

Under-pantographs?

[TonyK]

This sort on mishap will happen from time to time until ERTMS^▸ (European Rail Traffic Management System.) is up and running. Then the system will prompt the operator and if necessary stop the train if no action is taken.

...think we will be losing a few pantographs before that happens....

They are designed to break away.  It does cause the passengers in the train to require new underpants though   

A case off being caught with your pants down and your pans up?

[Western Pathfinder]

From a conversation that I had at BPW^» (Bristol Parkway - next trains) this morning it would seem that there is going to be a closeure for at least one weekend this September to install the new platform face and works to extend the others right up to the signals for longer trains also canopy works ect ect could anybody shed anymore light on this ? like when !.