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March 25, 2017, 09:45:09 PM *
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Author Topic: Great Western Main Line electrification - ongoing discussion  (Read 335843 times)
IndustryInsider
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« Reply #2475 on: March 14, 2017, 12:32:33 AM »

XC don't run many in multiple.  There's one Friday diagram on the Manchester to Bournemouth axis but I'm not aware of any others on the route through Reading which is the one that I know best, with a healthy majority being operated by 4-car sets. 

Are there many more on the Bristol axis?
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Tim
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« Reply #2476 on: March 14, 2017, 09:10:00 AM »

XC don't run many in multiple.  There's one Friday diagram on the Manchester to Bournemouth axis but I'm not aware of any others on the route through Reading which is the one that I know best, with a healthy majority being operated by 4-car sets. 

Are there many more on the Bristol axis?

currently only a few run in multiple.  They are however planning a recast with another HST diagram and a bit of reforming of 5-car sets into 4-car sets (using spare driving cars) and some trimming of non-core routes which will allow them to run many (most?) of the core route in multiple. 
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Adelante_CCT
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« Reply #2477 on: March 14, 2017, 10:01:41 AM »

Flicking through the document mentioned above as discussed here

The only current weekday double headed operations are as follows:

07:03 Birmingham to Edinburgh
11:25 Plymouth to Dundee (between Bristol and Newcastle)
13:07 Edinburgh to Plymouth (until Gloucester)
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ChrisB
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« Reply #2478 on: March 14, 2017, 10:28:46 AM »

Many more at weekends, especially if affected by engineering work means 1tph rather than 2. Often doubled-up to use both units. And others permanently scheduled - well, I've travelled on double units in the past.

And XC arguably carry more at weekends, without very few if any having problems finding their reservation as the on-board reservations can cope with coach re-lettering so prevent duplicates - which fixed coach lettering of course can't....
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Richard Fairhurst
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« Reply #2479 on: March 14, 2017, 10:58:33 AM »

I note this thread has now reached page 166... wonder if the electrification will be complete by the time we get to page 387.
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Adelante_CCT
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« Reply #2480 on: March 14, 2017, 11:00:21 AM »

Or 800...
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grahame
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« Reply #2481 on: March 14, 2017, 11:28:55 AM »

I note this thread has now reached page 166... wonder if the electrification will be complete by the time we get to page 387.

We're looking forward to getting 153 passengers on a 153 ...
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« Reply #2482 on: March 14, 2017, 11:58:16 AM »

I note this thread has now reached page 166... wonder if the electrification will be complete by the time we get to page 387.
Or ever...
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Day return to Infinity, please.
IndustryInsider
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« Reply #2483 on: March 20, 2017, 12:24:48 PM »

I see 387140 is spending much of the day doing test runs between Reading Depot and Didcot.  Authority for 110mph running has been given for this section, subject to the ruling linespeed not being lower and an additional special limit of 30mph through the Down Relief platform at Tilehurst.
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To view my cab run over the new Reading Viaduct as well as a relief line cab ride at Reading just after Platforms 12-15 opened and my 'before and after' video comparison of the Cotswold Line Redoubling scheme, see: http://www.dailymotion.com/user/IndustryInsider/1
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« Reply #2484 on: March 20, 2017, 04:06:03 PM »

I noticed lots of uprights in place around Uffington and Wotton Basset, but it seems somewhat random which uprights have their horizontal arms fitted. No wires up, obviously.
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« Reply #2485 on: March 20, 2017, 07:08:14 PM »

I see 387140 is spending much of the day doing test runs between Reading Depot and Didcot.  Authority for 110mph running has been given for this section, subject to the ruling linespeed not being lower and an additional special limit of 30mph through the Down Relief platform at Tilehurst.

And not causing as much grief the electrification as the Hitachi units cause ............... according to my informed sources   Lips sealed
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IndustryInsider
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« Reply #2486 on: March 20, 2017, 07:53:37 PM »

I've heard the same, ET.  Not entirely unexpected given one is an established train type and the other brand new in many respects?
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Four Track, Now!
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« Reply #2487 on: March 20, 2017, 09:52:17 PM »

More demanding of power or is it the physical contact between wire and pantograph? Or are tweaks of the kit or improved driver technique needed?

But that's one reason we have testing, surely?
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eightf48544
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« Reply #2488 on: March 21, 2017, 08:29:21 AM »

Rumour has it switch on Stockley Jn to Maidenhead this Sunday 26/3.

I'll be off down to Taplow to hug the footbridge.
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Timmer
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« Reply #2489 on: Yesterday at 11:35:06 AM »

We all thought it, now it may be a reality:
http://www.bbc.co.uk/news/live/uk-england-bristol-39366719

Quote
Great Western electrification: 'Line may never be electrified beyond Chippenham'

The chairman of Network Rail has delivered a further blow to commuters on part of the Great Western rail line as he says electrification may now not happen past Chippenham.

In November the government deferred electrification work from Thingley Junction - linking Bath Spa to Bristol Temple Meads - and three other routes because of the escalating cost .

New trains will be converted to run on both diesel and electricity and ministers must now decide whether to fund the deferred work in the 2020s.

Sir Peter Hendy, who heads up Network Rail and lives in Bath, says he wouldn't worry if electrification doesn't happen.
 
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