 Show Posts
|
|
Pages: [1] 2 3 ... 10
|
|
2
|
All across the Great Western territory / Across the West / Re: Great Western Main Line electrification - ongoing discussion
|
on: November 26, 2017, 00:38:10
|
Apparently they are looking at a temporary solution with a speed limit to achieve the deadline.
NR» tweets also suggest they are lowering the track this weekend. So it looks like a combination of lowered track, minimum clearances and reduced speed to allow the gradient of the contact wire to be very steep.
Just found a letter from Network Rail to local council confirming bridge rebuilding wont happen until CP6▸ (i.e. after April 2019) and only then if planning consent etc. is given. Until then a 'temporary solution' is a combination of track lowering, track slew and a speed limit of 60mph! A speed restriction like that could decimate the new IEP▸ timetable as line speed is normally 125mph and it will seriously affect the level crossings if trains take longer to travel from the strike-in point. |
|
|
|
|
3
|
All across the Great Western territory / Across the West / Re: Great Western Main Line electrification - ongoing discussion
|
on: November 25, 2017, 21:38:04
|
It doesn't look like Steventon will be ready any time soon and doubtful the high street bridge will even be rebuilt now before December 2018. Loco-haulage anyone?
Apparently they are looking at a temporary solution with a speed limit to achieve the deadline. NR» tweets also suggest they are lowering the track this weekend. So it looks like a combination of lowered track, minimum clearances and reduced speed to allow the gradient of the contact wire to be very steep. Any idea what the speed limit might be? I'm sure the villagers will be asking why that can't be a permanent solution as they are so opposed to the bridge being rebuilt. The contact wire will be steep too to obtain the clearance needed at the level crossings. |
|
|
|
|
4
|
Journey by Journey / London to Swindon and Bristol / Re: Class 387 coming to Thames Valley - ongoing discussion
|
on: November 25, 2017, 19:58:19
|
Latest RAIL Magazine is quoting GWR▸ as looking at Swindon as a possible place to stable 387s, particularly off peak, from January. The original plan to park them in the sidings at Oxford isn't going to be possible.
Did you mean Oxford or Didcot Yard as I thought it was Didcot that was being considered for stabling the 387s? Yes, Swindon has been mentioned for many months now as a 'next best' option for stabling. Far from ideal of course, especially given the wires to Swindon are still some way off being energised, but I'm sure it won't be GWR paying for any additional costs.
It doesn't look like Steventon will be ready any time soon and doubtful the high street bridge will even be rebuilt now before December 2018. Loco-haulage anyone? |
|
|
|
|
6
|
All across the Great Western territory / Looking forward - the next 5, 10 and 20 years / Re: GWML Electrification - getting the electric into the wires above the trains
|
on: November 24, 2017, 00:15:33
|
These may seem like daft questions but with so much now appearing at the trackside I hope some of the experts here will be able to answer them. 1) There are four tall posts either side of the tracks just west of the old line into Didcot A Power Station. Are they part of the neutral section or is that nearer to Foxhall Junction?
2) Maybe these masts that will eventually supply power from Didcot ATFS to the OLE▸ west of Didcot as far as Wootton Bassett Junction? There is a cable trough back to the Didcot ATFS, and another one to a similar set of posts near Didcot North Junction for the Oxford lines.
3) Does this mean Didcot ATFS provides a power source for three sections - 1) Maidenhead MPATS▸ to Milton, 2) Milton to Wootton Bassett and 3) Didcot to Oxford?
4) Am I right in thinking there are only neutral sections where the source of power changes from one ASTF to another?
5) Does anyone have a drawing showing the general arrangement of a GWEP▸ neutral section?
6) Finally, with an ATF system, does +25Kv phase flow through the OLE and -25Kv phase flow through the ATF cable and they come together at an ATS▸ , get boosted, and then repeat that to the next ATS and so on? |
|
|
|
|
8
|
All across the Great Western territory / Looking forward - the next 5, 10 and 20 years / Re: Network Rail - Reviews and Reports from Sir Peter Hendy and Dame Colette Bowe
|
on: November 26, 2015, 10:52:34
|
Well as it stands the Swansea services will need to be operated by bi-modes for several years after their introduction, so I wouldn't be surprised to see the order adjusted so that some 9-car bi-modes will be provided - as we know the engines can removed as and when required.
The other alternative is to operate electric 801/0s no further than Cardiff and have either a connecting Cardiff-Swansea diesel shuttle and/or find a way to extend the South Coast-Cardiff service to Swansea to provide for onward travel. That must be a better short-term solution than fitting (and subsequently removing) 5 engines on each of the 21 9-car 801/0s which would be needed for fleet flexibility. |
|
|
|
|
10
|
All across the Great Western territory / Buses and other ways to travel / Re: Bus Link - Kingham to Chipping Norton
|
on: January 08, 2014, 23:49:49
|
Been trying to research the bus link from Kingham to Chipping Norton.
A search on Google produces
1) A timetable from 2011 run by RH Transport, who I know went out of business.
2) An Oxon County Council leaflet which has a Stagecoach timetable from 2012
3) Pulhams Coaches website which I think may be the current one, but has no date on it. The website front page also has a link to Good Friday services, which is either great forward planning or an indication that all is not up to date....
4) Also found a dead link via Google to a 2009 timetable.
How hard can it be....
Can anyone confirm who runs the current X8 service?
One of the least enjoyable pleasures of the world wide web is the amount of outdated, inaccurate and misleading information that is still accessibile in search engines and caches even though it may not have been valid for many years. This looks like a good example of that. |
|
|
|
|
12
|
All across the Great Western territory / Buses and other ways to travel / Re: Car parking at FGW stations
|
on: April 02, 2013, 20:59:41
|
"... we will need to introduce car park charges."
Why the compulsion? Are FGW▸ being forced to introduce charges? And if so, by whom?
The Department for Transport. It is a condiion of the funding that FGW got from the Station Commercial Project Fund that the enhancement it pays for must increase the value of the franchise to the Treasury by generating extra revenue, hence the introduction of parking charges. |
|
|
|
|
13
|
Journey by Journey / London to Didcot, Oxford and Banbury / Re: Freightliners vs Turbos
|
on: February 02, 2013, 08:44:52
|
It would be interesting to see the Working timetable to see timings of the freightliner in relation to the 17:36 Padd Oxford. As the 17:36 stops all stations to Didcot I would expect the freightliner path to be before it as the freightliner should presumably run non stop to at least Aynho Jn.
The 4M99 Southampton to Trafford Park Freighliner is booked over Reading West Junction at 18/17 and is followed down the Relief Line to Didcot East Jn by 1D57 Paddington to Oxford. This is booked over Reading West Junction at 18/21 so there is only a 4 minute margin. The signaller made the right call to route the freight in front of the Turbo. |
|
|
|
|
