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Author Topic: Infrastructure problems in Thames Valley causing disruption elsewhere - ongoing, since Oct 2014  (Read 636766 times)
ChrisB
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« Reply #3015 on: October 18, 2018, 11:33:37 am »

I was thinking that when it was first reported.
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Red Squirrel
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« Reply #3016 on: October 18, 2018, 02:26:52 pm »

Simon Calder has just been interviewed at Paddington...

Nice of him to take time off from America's Got The Pop Factor...

Would that be Simon Cowell? and Pop Idol / American Idol / [insert another awful karaoke singing TV show here]


Red Squirrel: Sewing confusion since 2013...  Smiley
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Electric train
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« Reply #3017 on: October 18, 2018, 06:51:39 pm »

Message posted on RailUKForums a couple of hours ago by member JN114:

Quote
1) The pantograph was raised, in a location not authorised for high speed changeover. It is unclear whether the raising of the pantograph was human error or mechanical failure.

2) When the pantograph did raise, it didnít do so normally. The head of the pantograph remained stowed and the elbow impacted the contact wire. There is strong suggestion that the Pantograph had been tied down for its transit to the UK to Pistoria, and had not been untied for the journey to Stoke Gifford.


I have been briefed (in confidence) on the footage of the roof mounted Pan CCTV.

Defiantly not and infrastructure problem

There was a problem with the Pan, exactly what I am not at liberty to say; the ORR report should make interesting reading

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broadgage
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« Reply #3018 on: October 18, 2018, 06:57:46 pm »

Interesting update, thanks for that.
Hopefully you can give more detail at some future date, perhaps when it is published elsewhere.
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« Reply #3019 on: October 18, 2018, 07:37:35 pm »

Iíve seen the same CCTV and concur.  Just two possible reasons remaining...
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bignosemac
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« Reply #3020 on: October 18, 2018, 07:51:07 pm »

I have been briefed (in confidence) on the footage of the roof mounted Pan CCTV.

Defiantly not and infrastructure problem

There was a problem with the Pan, exactly what I am not at liberty to say; the ORR report should make interesting reading

Some speculation across rail related forums and social media that the pantograph was tied down at the head end and it was the elbow that raised. Either commanded or uncommanded. Speculated to have been left tied down after transit from the factory in Italy.

However, there is YouTube footage of 802016 running with pan up at Reading on 3rd October. 802016 has been in the UK since 28th August. Hard to believe the pantograph would still be in delivery tied down status.

https://youtu.be/UDbRwfp3qio

So, had it been tied down again, and mistakenly put on test in that state and then raised accidentally, either commanded or uncommanded? Or could it be that the pan was fully operational and raised in error, again either commanded or uncommanded?

There's also some contention over the speed the train was running at. Could an 802 have reached 105mph on diesel by the time it was at the incident location?

Can those in the know confirm or deny that the pantograph head was tied down?

I too await with interest official reports. With the huge disruption caused I do hope such reports are going to be made public, and in a timely fashion. Had there been injury or a risk of injury then the RAIB would be involved and a report could take up to a year to be published. Hopefully ORR and Hitachi/GBRf will be honest and open as soon as reasonably practicable.

Oh, and Network Rail need to get a shift on and replace the headspan OHLE sections with portals. Headspan has been okay on the GWML up until recently as it was only used by Heathrow Express/Connect services. But the use is now far more intensive with Class 80x and 387 now also using this 1990s cheap headspan OHLE.
« Last Edit: October 18, 2018, 08:27:14 pm by bignosemac » Logged

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« Reply #3021 on: October 18, 2018, 08:00:52 pm »

Meanwhile...

From what I can gather from GWR's Twitter feed, for the past 30 minutes the IET on 1C27 1900 PAD-BRI has been blocking the DM at TWY (having made an extra stop there due to other cancellations) because of an apparent loss of power. RTT and OTT both appear to confirm that it's currently going nowhere.
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bignosemac
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« Reply #3022 on: October 18, 2018, 08:13:06 pm »

Meanwhile...

From what I can gather from GWR's Twitter feed, for the past 30 minutes the IET on 1C27 1900 PAD-BRI has been blocking the DM at TWY (having made an extra stop there due to other cancellations) because of an apparent loss of power. RTT and OTT both appear to confirm that it's currently going nowhere.

Brakes stuck on and losing air.

Sounds familiar...
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bignosemac
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« Reply #3023 on: October 18, 2018, 08:19:40 pm »

On the move again at 2012 after a Train Management System reset*.



*Driver must have called the IET Crowd:
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paul7755
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« Reply #3024 on: October 18, 2018, 08:34:36 pm »

I wonder if the references to the speed of ď105 mphĒ are just based on the typical speed reached at that particular location if accelerating away from the buffers at Paddington?

Paul
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martyjon
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« Reply #3025 on: October 18, 2018, 08:48:17 pm »

Meanwhile...

From what I can gather from GWR's Twitter feed, for the past 30 minutes the IET on 1C27 1900 PAD-BRI has been blocking the DM at TWY (having made an extra stop there due to other cancellations) because of an apparent loss of power. RTT and OTT both appear to confirm that it's currently going nowhere.

Computer says you should not have stopped 'ere.
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bignosemac
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« Reply #3026 on: October 18, 2018, 08:50:54 pm »

Something very wrong with the software if a Special Stop Order causes the train to dump its air.
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stuving
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« Reply #3027 on: October 18, 2018, 08:51:51 pm »

Some speculation across rail related forums and social media that the pantograph was tied down at the head end and it was the elbow that raised. Either commanded or uncommanded. Speculated to have been left tied down after transit from the factory in Italy.

However, there is YouTube footage of 802016 running with pan up at Reading on 3rd October. 802016 has been in the UK since 28th August. Hard to believe the pantograph would still be in delivery tied down status.

More to the point, that video shows 802016 on its own. Most of the 802s I've seen on test have been paired, and it was just possible a pantograph on an inner end might have been left retained. But the likelihood of it doing only one move A-B on the 3rd and otherwise always being paired when using 25kV is so low it can be deleted from the list.

There's an "after" picture of the pantograph on RailUKForums, showing the head end badly mangled, but I can't see the arm in that. That would have been the front end at the time of the incident, so unless it left Paddington on diesel (why?) it would have been raised already (at least normally, I'm sure the rear one can be raised if you want to). None of which really fits the explanations currently offered.
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Incider
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« Reply #3028 on: October 18, 2018, 10:15:13 pm »

[quote author=bignosemac link=topic=14689.msg249138#msg249138 date=1539888667

There's also some contention over the speed the train was running at. Could an 802 have reached 105mph on diesel by the time it was at the incident location? [/quote]

Whether it could or not, it hadnít reached 105mph.

Edit - there appears to have been some quoting slip of the fingers - hope I have corrected who said what now - Grahame
« Last Edit: October 19, 2018, 06:35:12 pm by grahame » Logged
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« Reply #3029 on: October 18, 2018, 11:34:26 pm »

But it was going at way more than 20mph which would be the maximum speed to pan up at that location.
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