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Author Topic: Great Western Main Line electrification - ongoing discussion  (Read 80056 times)
Red Squirrel
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« Reply #780 on: April 09, 2019, 06:56:28 pm »


The chief elements left out in my view are the Box and Middle Hill tunnels, just 5 miles further on; 3410 yards of mostly 1/100 with minimal ventilation for all those diesel fumes. I wonder whether that has been risk-assessed?


I am sure Dioysius Grayling is on the case.
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onthecushions
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« Reply #781 on: April 10, 2019, 12:31:58 am »


The chief elements left out in my view are the Box and Middle Hill tunnels, just 5 miles further on; 3410 yards of mostly 1/100 with minimal ventilation for all those diesel fumes. I wonder whether that has been risk-assessed?


I am sure Dioysius Grayling is on the case.

.... exposing that old fool, Brunel.

Why should we need electrification when a freewheeling down train would reach 120mph by the tunnel's West portal?

OTC
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ellendune
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« Reply #782 on: April 10, 2019, 08:37:22 am »


The chief elements left out in my view are the Box and Middle Hill tunnels, just 5 miles further on; 3410 yards of mostly 1/100 with minimal ventilation for all those diesel fumes. I wonder whether that has been risk-assessed?


I am sure Dioysius Grayling is on the case.

.... exposing that old fool, Brunel.

Why should we need electrification when a freewheeling down train would reach 120mph by the tunnel's West portal?

OTC


Apart from the speed restrictions, to operate the railway efficiently the trains really need to go both ways. A west bound only service for a station like pilning may not be desirable, but you can't do that for Bristol TM!   Cheesy
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grahame
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« Reply #783 on: April 10, 2019, 08:50:14 am »

Why should we need electrification when a freewheeling down train would reach 120mph by the tunnel's West portal?

Electrify in the "up" direction only?  We've talked a few times about infilling easy sections and that could be directions - up the banks. If you only electrify 50% of the tracks ... does it cost 50% of the money, or 75% or 95%??
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« Reply #784 on: April 10, 2019, 09:02:49 am »

Why should we need electrification when a freewheeling down train would reach 120mph by the tunnel's West portal?

Electrify in the "up" direction only?  We've talked a few times about infilling easy sections and that could be directions - up the banks. If you only electrify 50% of the tracks ... does it cost 50% of the money, or 75% or 95%??

Have we all forgotten that the line is signalled for reversible working?

When (as happened to me once some years ago) a HST failed at Thingley, the following train that I was on went up the down line to bypass it. I somehow doubt that a train free-wheeling uphill would manage to do that (OK I accept that the IETs are bi-modal but who is to say that there would never be an all-electric EMU using the route?
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grahame
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« Reply #785 on: April 10, 2019, 09:16:47 am »

Why should we need electrification when a freewheeling down train would reach 120mph by the tunnel's West portal?

Electrify in the "up" direction only?  We've talked a few times about infilling easy sections and that could be directions - up the banks. If you only electrify 50% of the tracks ... does it cost 50% of the money, or 75% or 95%??

Have we all forgotten that the line is signalled for reversible working?

When (as happened to me once some years ago) a HST failed at Thingley, the following train that I was on went up the down line to bypass it. I somehow doubt that a train free-wheeling uphill would manage to do that (OK I accept that the IETs are bi-modal but who is to say that there would never be an all-electric EMU using the route?

The gap between Cocklebury Lane and Thingley Junction would rather preclude the use of an all-electric (and no batteries) EMU as suggested ... and I would suggest that on the few line-swap occasions the Bi-mode would use their Diesel engines for the climb.
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onthecushions
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« Reply #786 on: April 10, 2019, 10:33:49 am »

The clue is in "Red Squirrel's" use of the name Dionysius (Lardner)

The "up" trains in Box tunnel would then be powered by a Perpetual Motion linkage to the "down", even better than DfT's batteries or Hydrogen and quite Carbon free.

Joking is better than weeping,

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patch38
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« Reply #787 on: April 10, 2019, 10:44:35 am »

Don't forget that you'll need a couple of skyhooks to make it all work.
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« Reply #788 on: April 13, 2019, 05:50:07 pm »

I see that the residents of Goring have effectively lost their battle to get any changes to the electrification in the area.  Network Rail will plant a few trees instead (and probably chop them down in a few years to prevent too many leaves falling on the line).
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SandTEngineer
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« Reply #789 on: April 21, 2019, 11:31:04 am »

This was posted on the WNXX Forum:

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The section between Swindon and Christian Malford (just before Chippenham) is now being used as of today (21/04/2019).

800311 was the first up train on 1A07 07:45 Bristol to Paddington service, whilst 802015 + 802019 was the first down train on 1C05 08:00 Paddington to Penzance service.
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bradshaw
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« Reply #790 on: April 21, 2019, 12:03:47 pm »

video can be seen here:

https://twitter.com/25kV/status/1119873030329647104
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johnneyw
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« Reply #791 on: April 21, 2019, 10:10:28 pm »

After now, being so close to Bath and Bristol, especially having the work on the Box Tunnel done, it seems utter madness not to finish the job.
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SandTEngineer
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« Reply #792 on: April 22, 2019, 03:51:14 pm »

Another update from a poster on the WNXX Forum concerning the Cardiff electrification progress:

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Update on the Cardiff wiring situation:

All platforms on the mainline will be wired: P0/1/2/3/4, along with Line A (Limit of Shunt) turnback and Brickyard turnback roads.

All West facing crossing will be wired to all Class 387 moves from P4/3/2/1 and O west to Brickyard and Line A (LoS).

Unusually, albeit understandably the east facing crossing at the west end of Plat 3 (eastbound) line E to Line D will not be wired.

There is some confusion about Line E (DN Relief) whether itíll be wired or not, erection of OHL masts seems to say it will be however.

The extent of the wires on the LoS Line A and Brickyard will be extended to allow a 12 car Class 387 to stable/turn back which wasnít the case originally.

How Valley Lines electrification fits in I donít know, but the centre roads beyond Cardiff west will not be wired, wired stop at the west junction west facing ladder.

South Wales progress:
Foundations are 98% complete
Small parts fitment is 78% complete.
Wiring is 35% complete.

Still on schedule to juice up in stages:
Severn Tunnel to St Brides
St Brides to Cardiff Central
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« Reply #793 on: April 23, 2019, 09:43:28 am »

...it seems utter madness not to finish the job.

You don't know the railway industry that well do you!   Grin
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johnneyw
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« Reply #794 on: April 23, 2019, 10:48:32 am »

...it seems utter madness not to finish the job.

You don't know the railway industry that well do you!   Grin

It must be the last shreds of optimism that DfT, NR et al, have not yet robbed me of!  I'll take it a stage further now I've started. If NR's new boss really is good for his reputation for keeping costs down (or so I've heard) then it might need to be looked at again. Sadly, holding my breath that long could make me more than a little dizzy. 😃
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