Trimode cl 769 to operate Reading to Oxford and Gatwick.

[whole diary]

[eightonedee]

I might be mistaken, but aren't the Electrostars GWR^▸ (Great Western Railway) already bi-modal? I think they have those pick-up bars on their bogies that look like they are ready for 3rd rail use.

[paul7575]

I might be mistaken, but aren't the Electrostars GWR^▸ (Great Western Railway) already bi-modal? I think they have those pick-up bars on their bogies that look like they are ready for 3rd rail use.

They are definitely “dual voltage”, and IIRC^▸ ('if I recall/remember/read correctly') were tested on DC^▸ (Direct Current) during acceptance.

But then again that capability wasn’t usually described as “bi-mode” until very recently.   

Paul

[Electric train]

I might be mistaken, but aren't the Electrostars GWR^▸ (Great Western Railway) already bi-modal? I think they have those pick-up bars on their bogies that look like they are ready for 3rd rail use.

387 "Electrostars" are dual Voltage not bi-mode.  Bi-mode is 2 different energy forms.

I cannot see electrification of the North Downs line happening in the next 2 or 3 Control Periods (10 to 15 years), it could be argued that the 769 offered the best chance of third rail in-fill schemes.

There is still the problem of the AC/DC^▸ (Direct Current) traction power interface at Reading, there is no simple or cheap way to do it and it has to be done due to some simple principles that 25kV AC is and Earthed Traction Return ie the Neutral at the supply transformer is bonded to Earth, where as the Third Rail DC Traction Return ie the negative is not directly bonded to Earth; this is to reduce stray DC return currents using alternative Earth paths back to the rectifier and causing Cathodic erosion of metal in that Earth path (Utilities, building and structure foundations etc even ones outside the railway will get effected)
The AC / DC interface is basically a Galvanic isolator between the 2 systems, they require a piece of line in each direction of travel (or 4 for 4 track railway) 1 carriage longer than the longest train (irrespective of them being electric, diesel, steam or clockwork) they involve a lot of electrical equipment .................... not cheap or simple  

[JayMac]

Imagine what could've been done across the network if £100bn wasn't being spaffed on the vanity project carving its way through the Chilterns.

Yeah, I know. Capex v opex. National infrastructure v local. Shiny superfast inter city trains v needed run of the mill local/regional stock. Buying votes v doing the right thing...

[TonyK]

Imagine what could've been done across the network if £100bn wasn't being spaffed on the vanity project carving its way through the Chilterns.

Yeah, I know. Capex v opex. National infrastructure v local. Shiny superfast inter city trains v needed run of the mill local/regional stock. Buying votes v doing the right thing...

They could have borrowed £100 billion at cheap government rates to upgrade the existing services? Doubt it somehow. That start-up money was borrowed and spent nearly 200 years ago. Pretty much everything on the existing network is supposed to be running costs and planned replacement of stock and infrastructure within a certain timescale. We don't do it that way here, preferring the last-minute refurb of time-expired stock and a few running repairs on the PW^▸ (Permanent Way - the railway track).

[Electric train]

Imagine what could've been done across the network if £100bn wasn't being spaffed on the vanity project carving its way through the Chilterns.

Yeah, I know. Capex v opex. National infrastructure v local. Shiny superfast inter city trains v needed run of the mill local/regional stock. Buying votes v doing the right thing...

I would not say HS2^▸ (The next High Speed line(s)) is a vanity project the WCML^▸ (West Coast Main Line) 1955 modernisation plan (which did not finish until 1974) cost £345 million, that's about £11 Billion today; in the 1990's  a further £14 billon (that's £37 Billion today) the 1990's upgrade was not completed because of the difficulties of completing the Southern end in to London and rising costs

So over nearly half a centaury close on c £47 Billion was spent on the WCML with only marginal increase in speed and capacity.  HS2 will give the extra capacity on the WCML especially for freight

Its likely the signalling system North of Crewe will be ETCS^▸ (European Train Control System) ie in cab signalling to take advantage of HS2 for faster journeys to Scotland.

The bit the UK^▸ (United Kingdom) Governments have never been any good at is real stratgigic transport planning all MP^▸ (Member of Parliament, or Mile Post - a method of measuring the railway in miles and chains from a starting point - usually London, depending on context)'s can only see as far as 5 years

[ellendune]

The bit the UK^▸ (United Kingdom) Governments have never been any good at is real stratgigic transport planning all MP^▸ (Member of Parliament, or Mile Post - a method of measuring the railway in miles and chains from a starting point - usually London, depending on context)'s can only see as far as 5 years

Or the next election whichever is the sooner.  Therefore at the moment no more than 2 years!

[CyclingSid]

Unfortunately not only transport. Public Health has the same problem as it normally takes 10 - 15 years to see the benefits.

[ellendune]

In transport as in health, anything with a longer timescale needs to be a visible 'legacy' so maintaining railways, roads, bridges, hospitals or schools is low priority, but a new railway, road, bridge, hospital (or 40) or school is good. Especially if the next government will end up footing the bill. 

The result is crumbling infrastructure - literally!  Only this week it has been reported that the Dept for Education has increased the risk of schools collapsing on its risk register.  This is not only dangerous, but also bad economics.  How much of Network Rail's back costs are due to lack of maintenance during the BR^▸ (British Rail(ways)) era? 

The USA has been going this way for many years which is perhaps why bridge collapses are in the news there. 

Sorry I have pulled this thread even further off course!

[CyclingSid]

Today's mystery?

Two low loaders heading south in Reading towards J11 of M4 at about midday.

A railway carriage loaded on each, all I managed to get was a carriage number: 71868

The end of a sorry saga?

[bobm]

According to this list that coach is part of 769 949.

[bobm]

If you want the chance to ride aboard one there is a shuttle between a specially built platform at Honeybourne and the Rail Live show at Long Marston show on the 21st and 22nd June. 

It is being advertised as a "Porterbrook's GWR769 Free Shuttle".

[CyclingSid]

As I came by Cow Lane depot earlier there were two coaches loaded up ready to go.

"Porterbrook's GWR769 Free Shuttle", how many units will they need to ensure the service performs all day?

[bobm]

Looking at the timetable on Twitter it appears to be one unit shuttling up and down. 

Weren't there some parked up in the the sidings at Oxford?

[eightonedee]

Also saw two units this morning as I passed Reading depot this morning, but as one was partly in one of the sheds, the other hidden behind the Sleeper stock, I couldn't see if they were complete.

Is it odd that they are being moved by road?

Does anyone know what will happen to them? Storage or scrap? Anyone want some MAN diesel engines and ABB generators, hardly used? If so, please contact Porterbrook Leasing, no reasonable offers refused!

Also available from Network Rail - a quantity of signage about switching to diesel power, good condition.