broadgage
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« Reply #2955 on: October 17, 2018, 09:44:21 » |
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Damage to overhead lines apparently. Just what is the point of switching to overhead electricity? It just adds another thing to go wrong .
In theory, electrification is the way forward. Less reliance on imported oil. No pollution at point of use. Better performance Electric trains should be simpler and more reliable. However as recent events have shown, network rail are not capable of electrifying on time or within budget, neither are they able to maintain existing infrastructure properly.
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A proper intercity train has a minimum of 8 coaches, gangwayed throughout, with first at one end, and a full sized buffet car between first and standard. It has space for cycles, surfboards,luggage etc. A 5 car DMU▸ is not a proper inter-city train. The 5+5 and 9 car DMUs are almost as bad.
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ChrisB
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« Reply #2956 on: October 17, 2018, 09:49:32 » |
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Wrong again.
How do you suggest Network Rail (NR» ) prevent IETs▸ from ripping down their wires?? Hardly Network Rail's (NR)s fault, this.
Edit: VickiS - Clarifying Acronym
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« Last Edit: April 16, 2021, 15:07:45 by VickiS »
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YouKnowNothing
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« Reply #2957 on: October 17, 2018, 09:57:44 » |
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Wait for the root cause, could be that the OverHead- Line Equipment (OHLE) wasn’t maintained (by Network Rail (NR» )) could be other infrastructure issue, could be a pant issue..
Edit: VickiS - Clarifying Acronyms
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« Last Edit: April 16, 2021, 15:08:32 by VickiS »
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ChrisB
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« Reply #2958 on: October 17, 2018, 10:01:32 » |
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Wouldn't an in service IET▸ have done the damage if the wires themselves were faulty?
I think it's moving towards a faulty pan on the test train personally.
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IndustryInsider
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« Reply #2959 on: October 17, 2018, 10:01:43 » |
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Wrong again.
How do you suggest Network Rail (NR» ) prevent IETs▸ from ripping down their wires?? Hardly Network Rail's (NR)s fault, this.
Depends on whether the wires were in any way faulty and to blame or whether it was the Class 802s faulty equipment which brought them down. Either way, it’s in an area of electrification done in the 1990’s again using headspan wiring which we know is more prone to these sorts of problems. Network Rail (NR) have modified some of it, but much still remains as far as Airport Junction. Edit: VickiS - Clarifying Acronyms
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« Last Edit: April 16, 2021, 15:11:29 by VickiS »
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To view my GWML▸ Electrification cab video 'before and after' video comparison, as well as other videos of the new layout at Reading and 'before and after' comparisons of the Cotswold Line Redoubling scheme, see: http://www.dailymotion.com/user/IndustryInsider/
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broadgage
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« Reply #2960 on: October 17, 2018, 10:04:54 » |
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Wrong again.
How do you suggest NR» prevent IETs▸ from ripping down their wires?? Hardly NRs fault, this.
Network rail can not prevent IETs or any other train from ripping down the wires. My post however was in reply to an enquiry about the merits of electrification in general. I stand by my reply about electrification having many advantages, but that network rail have not proved competent in electrifying routes on time or to budget, and that maintenance of existing equipment has been found wanting.
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A proper intercity train has a minimum of 8 coaches, gangwayed throughout, with first at one end, and a full sized buffet car between first and standard. It has space for cycles, surfboards,luggage etc. A 5 car DMU▸ is not a proper inter-city train. The 5+5 and 9 car DMUs are almost as bad.
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grahame
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« Reply #2961 on: October 17, 2018, 10:08:43 » |
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From my inbox at 09:25 Dear Graham You may have heard that we are not currently able to run trains between London Paddington and Reading. This follows damage to the overhead electric wires at Ealing by a test train operated by Hitachi Rail Europe yesterday evening – it was not in passenger service. Network Rail have worked through the night, but need more time to safely repair and recommission the overhead wires. They expect to be able to re-open two of the four lines into Paddington around midday. Disruption will however continue throughout the day. We are therefore operating a reduced long distance service and there will be no local services between Reading and Paddington until lines re-open. We are advising customers not to travel unless absolutely necessary and to check carefully before setting out. For those who do need to travel we have arranged for GWR▸ tickets to be accepted on London Waterloo services (change at Reading) or services to London Marylebone and our tickets are valid on South Western Railway, Chiltern Railways, Virgin Trains, West Midlands Railway and Transport for Wales services. Customers between Reading and London can also use TfL» underground and bus services. I am sorry for the very difficult start to the day for our customers. We will be working with Network Rail and Hitachi to understand what happened and will do all we can to get the lines opened as quickly as possible. All the latest information will be on our website www.gwr.com and will be regularly updating traditional and social media outlets. Best wishes Mark * Not a GWR operated train * No attribution yet (except "not us")
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Coffee Shop Admin, Acting Chair of Melksham Rail User Group, Option 24/7 Melksham Rep
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mjones
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« Reply #2962 on: October 17, 2018, 10:11:48 » |
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National Rail live departures from Didcot is now showing hourly trains to Paddington from 1230. Is this likely to be real?
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wabbit
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« Reply #2963 on: October 17, 2018, 10:13:47 » |
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Another example where having more diversionary routes would help when it comes to managing events like this. E.g. via High Wycombe to Bourne End?
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Boppy
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« Reply #2964 on: October 17, 2018, 10:20:49 » |
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National rail enquiries now says disruption until end of day rather than the midday it mentioned earlier.
The disruption between Reading and Wokingham making things a lot worse is also quite key. At least usually there is this route as backup but judging by the crowds around platforms 4,5,6 there are delays and cancellations on that line. I had to get to Wokingham but the bus option looked the much preferable means of transport!
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ChrisB
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« Reply #2965 on: October 17, 2018, 10:24:44 » |
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Another example where having more diversionary routes would help when it comes to managing events like this. E.g. via High Wycombe to Bourne End? Money no object, of course.
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Electric train
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« Reply #2966 on: October 17, 2018, 10:27:52 » |
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Wouldn't an in service IET▸ have done the damage if the wires themselves were faulty?
I think it's moving towards a faulty pan on the test train personally.
Its not unheard off that the Pan that rips the wires down was not the faulty Pan, it could have been several trains earlier with the damage to the OverHead - Line Equipment (OHLE) getting progressively worse. This is why video from previous trains is checked in the post-mortem Edit: VickiS - Clarifying Acronym
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« Last Edit: April 16, 2021, 15:13:28 by VickiS »
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Starship just experienced what we call a rapid unscheduled disassembly, or a RUD, during ascent,”
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ChrisB
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« Reply #2967 on: October 17, 2018, 10:35:20 » |
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yep, but still not the fault of Network Rail (NR» ).
Edit: VickiS - Clarifying acronym
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« Last Edit: April 16, 2021, 15:14:39 by VickiS »
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a-driver
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« Reply #2968 on: October 17, 2018, 10:37:58 » |
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yep, but still not the fault of NR» .
Still could be....
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