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didcotdean
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« Reply #15 on: June 25, 2015, 13:52:53 » |
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Latest version of the BBC» report linked to in the first post claims that the DfT» has known about this since the spring; an election got in the way. Still it is the same amount of money, buying less.
Maybe with the coming of the Oxford to Marylebone service, Oxford to Didcot electrification looks less urgent overall. Big call though.
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ChrisB
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« Reply #16 on: June 25, 2015, 13:55:38 » |
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In the whole scheme, Didcot/Oxford must be a very small part?.....
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didcotdean
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« Reply #17 on: June 25, 2015, 13:59:36 » |
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It doesn't really affect the North Cotswold service that much as that is bi-mode anyway. However, if the EMU▸ Oxford local/express services remain DMU▸ /HST▸ then this delays cascading. Unless you shuttle to Didcot.
And what about East-West ....
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ChrisB
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« Reply #18 on: June 25, 2015, 14:03:57 » |
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That's why "vulnerable" rather than "paused" - i.e. they've realised EastWest can't go ahead properly & they need to find another cut ideally?
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didcotdean
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« Reply #19 on: June 25, 2015, 14:32:55 » |
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As it isn't in the actual announcement but in the reporter's comment (however well informed that might be) it may just be an option in the mix at the moment. Having fleets of SETs▸ standing idle for a while or only running to Oxford might be the other unpalatable alternative.
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ChrisB
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« Reply #20 on: June 25, 2015, 14:58:56 » |
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Did you mean Didcot, perchance?
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didcotdean
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« Reply #21 on: June 25, 2015, 15:08:59 » |
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Did you mean Didcot, perchance?
I was thinking more of a scenario where effort was not all diverted onto the main line and maintained to Oxford instead to release the diesels. The other thing that might save NR» 's face in all this (if not things in general) would be if the SET▸ proved troublesome in early service. |
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IndustryInsider
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« Reply #22 on: June 25, 2015, 15:10:43 » |
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I'd be surprised if Didcot to Oxford was postponed.
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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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Timmer
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« Reply #23 on: June 25, 2015, 17:46:13 » |
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How was BR▸ able to electrify virtually the entire East Coast mainline in the 1980's with little fuss and yet despite all our 21st century technology Network Rail are struggling with just a few miles?
I know one answer is staff with the skills are no longer working on the railways.
Paul Clifton mentioned in his report on BBC» South Today earlier that they are even recruiting from Indian railways.
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chrisr_75
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« Reply #24 on: June 25, 2015, 18:01:42 » |
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How was BR▸ able to electrify virtually the entire East Coast mainline in the 1980's with little fuss and yet despite all our 21st century technology Network Rail are struggling with just a few miles?
I know one answer is staff with the skills are no longer working on the railways.
Paul Clifton mentioned in his report on BBC» South Today earlier that they are even recruiting from Indian railways.
Wasn't the ECML▸ electrification done on the cheap, manifesting itself in the wiring falling apart every time it gets a bit windy? |
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Electric train
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« Reply #25 on: June 25, 2015, 18:26:53 » |
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How was BR▸ able to electrify virtually the entire East Coast mainline in the 1980's with little fuss and yet despite all our 21st century technology Network Rail are struggling with just a few miles?
I know one answer is staff with the skills are no longer working on the railways.
Paul Clifton mentioned in his report on BBC» South Today earlier that they are even recruiting from Indian railways.
Wasn't the ECML▸ electrification done on the cheap, manifesting itself in the wiring falling apart every time it gets a bit windy? The reasons the ECML could be done without fuss are many and varied The ECML was the panicle of experience, based on the early work on the GE and then the WCML▸ this was a span of well over 40 years, there has been a 25 year gap since the last major scheme on a live railway Health and safety regulations are substantially different, the hours people can work on site have been reduced. Planning permission hoops are more stringent One of the major problems the industry has is the shortage of skilled and experienced workforce. Critical resources that project teams will start to put actual names to tasks during July and August for work this Christmas are Signalling Tester in Charge, Overhead Line Level A (some who issues safety documents) and if you want a Level A for distribution if the project has not got them already lined up you can say good by to distribution testing over Christmas. Other resources in short supply OHL▸ lines men (we fetch them in for Germany, Spain, Hungary at peak times like Christmas, signalling installers and testers. However there are plenty of accountants |
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Starship just experienced what we call a rapid unscheduled disassembly, or a RUD, during ascent,”
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Timmer
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« Reply #26 on: June 25, 2015, 18:46:54 » |
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Reports tonight that the cost of the GWML▸ electrification has gone from ^1bn in 2009 to ^7bn now. That's insane!  |
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ellendune
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« Reply #27 on: June 25, 2015, 18:56:39 » |
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Reports tonight that the cost of the GWML▸ electrification has gone from ^1bn in 2009 to ^7bn now. That's insane! What was included in the original estimate. Part of the justification was that the signalling needed replacing anyway and so did the trains so it was not a lot extra. Are we comparing the same numbers. |
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Rhydgaled
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« Reply #28 on: June 25, 2015, 19:01:08 » |
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How was BR▸ able to electrify virtually the entire East Coast mainline in the 1980's with little fuss and yet despite all our 21st century technology Network Rail are struggling with just a few miles?
I know one answer is staff with the skills are no longer working on the railways.
Paul Clifton mentioned in his report on BBC» South Today earlier that they are even recruiting from Indian railways.
Wasn't the ECML▸ electrification done on the cheap, manifesting itself in the wiring falling apart every time it gets a bit windy? I seem to recall reading somewhere that the reason the ECML wires fall down more often than the WCML▸ is that the southern section of the ECML project was only intended for the suburban services and hence wasn't really up to the job once the wires were extended and 125mph INTERCITY services started using them. Not sure if that's true though. |
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Don't DOO▸ it, keep the guard (but it probably wouldn't be a bad idea if the driver unlocked the doors on arrival at calling points).
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Electric train
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« Reply #29 on: June 25, 2015, 20:57:50 » |
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Reports tonight that the cost of the GWML▸ electrification has gone from ^1bn in 2009 to ^7bn now. That's insane! What was included in the original estimate. Part of the justification was that the signalling needed replacing anyway and so did the trains so it was not a lot extra. Are we comparing the same numbers. I feel there is some mixing of the apples with other fruit, (not comparing apples with apples) The doom and gloom merchants about Electrification will always add in the cost of re-signalling junction upgrades even the new rolling stock. The cost of electrification on the GWML is costing more than the original ^1B, that figure was a political figure not plucked out of thin air but as Mark Carne said in the BBC» news article a little optimistic. He is right about access time, for every hour we get to physically do work there will be 4 or 5 time that just planning it and that does not include what any normal project would do review designs etc |
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Starship just experienced what we call a rapid unscheduled disassembly, or a RUD, during ascent,”
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