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Author Topic: Great Western Main Line electrification - ongoing discussion  (Read 116071 times)
mjones
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« Reply #435 on: October 25, 2018, 10:32:01 pm »

What will the time penalty be for this?
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ellendune
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« Reply #436 on: October 25, 2018, 10:48:50 pm »

What will happen ar Steventon given that the bridge can't be  be raised? (Until sense prevails...)

Trains can go through pan-up at up to 60 m.p.h. I understand

That is the long term plan as well! 

I thought NR said they were were appealing
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Lee
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« Reply #437 on: October 26, 2018, 12:18:26 am »

I thought they said that too, but apparently you have to leave out the "e", and add an extra "l".
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grahame
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« Reply #438 on: October 26, 2018, 01:41:40 am »

What will happen ar Steventon given that the bridge can't be  be raised? (Until sense prevails...)

Trains can go through pan-up at up to 60 m.p.h. I understand

That is the long term plan as well! 

I thought NR said they were were appealing

A speed limit of 60 m.p.h. on a 125 m.p.h. railway is hardly likely to be seen as a good long term plan (time taken and loss of line capacity) so Network Rail and GWR are keen for a solution to be found.   Having said which some unfortunate speed restrictions (Westbury avoider, Temple Meads station) which we the travelling public feel should be sorted out quite quickly seem to drag on for an age.
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Charlie (in Gloucester)
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« Reply #439 on: October 26, 2018, 10:57:41 am »

What will happen ar Steventon given that the bridge can't be  be raised? (Until sense prevails...)

Trains can go through pan-up at up to 60 m.p.h. I understand

That is the long term plan as well! 

I thought NR said they were were appealing

A speed limit of 60 m.p.h. on a 125 m.p.h. railway is hardly likely to be seen as a good long term plan (time taken and loss of line capacity) so Network Rail and GWR are keen for a solution to be found.   Having said which some unfortunate speed restrictions (Westbury avoider, Temple Meads station) which we the travelling public feel should be sorted out quite quickly seem to drag on for an age.

Itís a couple of thousand people vs hundreds of thousands when it comes to the bridge situation. Unfortunately one day it will need to be replaced but 8 months felt long and it could go faster.
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paul7755
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« Reply #440 on: October 26, 2018, 11:06:48 am »

Iím pretty sure from recent posts elsewhere that IETs will switch to diesel mode well before Steventon, drop the pan and go through at line speed.  So down trains during a Didcot call, or if non stopping at Moreton Cutting as now.

The much discussed 60 mph limit will apply to the 387s, and then only a small number of ECS from/to Swindon.

Paul
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onthecushions
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« Reply #441 on: October 26, 2018, 11:13:13 am »

Presumably trains calling at Didcot Pwy/Jn would not need to change to diesel as they would be braking/accelerating near Steventon anyway.

Steventon is just 3m30c from Didcot, so time lost by observing 60mph there would be small.

Good news, all the same.

OTC
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Timmer
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« Reply #442 on: October 26, 2018, 01:26:55 pm »

Iím pretty sure from recent posts elsewhere that IETs will switch to diesel mode well before Steventon, drop the pan and go through at line speed.  So down trains during a Didcot call, or if non stopping at Moreton Cutting as now.

The much discussed 60 mph limit will apply to the 387s, and then only a small number of ECS from/to Swindon.

Paul
But surely all this dropping and raising the pan at speed has the element of risk attached to it. I know technology has improved since the early days of electrification but even so.
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« Reply #443 on: October 26, 2018, 01:42:59 pm »

It's certainly a far from ideal solution, but should not impact on journey times too much.  Changeover is still done manually on IETs, so until that changes there is an element of risk that concerns me.
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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/
Adrian
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« Reply #444 on: October 28, 2018, 09:40:21 am »

What will happen ar Steventon given that the bridge can't be  be raised? (Until sense prevails...)

Trains can go through pan-up at up to 60 m.p.h. I understand

That is the long term plan as well! 

I thought NR said they were were appealing

A speed limit of 60 m.p.h. on a 125 m.p.h. railway is hardly likely to be seen as a good long term plan (time taken and loss of line capacity) so Network Rail and GWR are keen for a solution to be found.   Having said which some unfortunate speed restrictions (Westbury avoider, Temple Meads station) which we the travelling public feel should be sorted out quite quickly seem to drag on for an age.

Itís a couple of thousand people vs hundreds of thousands when it comes to the bridge situation. Unfortunately one day it will need to be replaced but 8 months felt long and it could go faster.

I read somewhere about a novel scheme to jack the existing bridge up.  Shorter closure period, cheaper, and the listed structure can be preserved, so would perhaps be acceptable to the local council and residents.  Apparently it's been done previously on a single-span brick bridge before, but never before on a double span.
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stuving
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« Reply #445 on: October 28, 2018, 10:26:17 am »

I read somewhere about a novel scheme to jack the existing bridge up.  Shorter closure period, cheaper, and the listed structure can be preserved, so would perhaps be acceptable to the local council and residents.  Apparently it's been done previously on a single-span brick bridge before, but never before on a double span.

There was one done experimentally two years ago, with claimed success. But there's been no rush to do loads of them since, so you do wonder about that. Note this is about masonry arch bridges - ones with steel or concrete decks or beams, if not routine, should be a known option.

There is a piece in Railway Gazette about that ElevArch demonstration, and NR have a video (or say they do, I can't get it to run).
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Wizard
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« Reply #446 on: October 28, 2018, 10:31:16 am »

Presumably trains calling at Didcot Pwy/Jn would not need to change to diesel as they would be braking/accelerating near Steventon anyway.

Steventon is just 3m30c from Didcot, so time lost by observing 60mph there would be small.

Good news, all the same.

OTC

Many up trains calling at Didcot will still be doing 125 until past the Jaguar/Vauxhall/Volkswagen dealerships at Milton, and only apply the brake when passing the old Daily Mail building at Foxhall. So it will be quite a time penalty for those as well

At present, there are signs up just by Causeway Crossing saying Ďno access to electric trainsí. No mention of a speed restriction, just straight out no access until you get to Didcot Parkway.
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RA
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« Reply #447 on: October 28, 2018, 12:10:54 pm »

Reports of OHLE damage in the Ladbroke Grove area. All trains on stop in the area.
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a-driver
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« Reply #448 on: October 28, 2018, 01:02:11 pm »

Reports of OHLE damage in the Ladbroke Grove area. All trains on stop in the area.

Contact wire confirmed as down on Line 4

Reports of passengers self de-training in the Ladbroke Grove area as well
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IndustryInsider
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« Reply #449 on: October 28, 2018, 01:04:36 pm »

Contact wire down on Line 4 at Ladbroke Grove.  Three controlled evacuations arranged.  Again, appreciating it makes no difference in terms of the disruption, this is in the 'old' electrification area from the late 90s.
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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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