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Author Topic: Great Western Main Line electrification - ongoing discussion  (Read 1135784 times)
SandTEngineer
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« Reply #2250 on: December 21, 2016, 17:18:07 »

As I was once one of those allegedly 'greedy consultants' you have mentioned above I can assure you that when the client doesn't really have a clue what it actually wants from its projects (now I wonder which client I am speaking about there) that the 'specification', as much as it is, usually means that the consultant has to build all sorts of unknowns into the estimates because, as sure as tomorrow will come, so will the flack if the estimates are too low when the project hits the buffers... Undecided Angry

I have seen some woeful client requirements documents in my (perhaps too long) career and I do recall one project that had nearly 300 technical queries on the client and in which some cases they clearly stated they weren't going to 'bother' to respond to, just get on with it.

End of whinge Tongue
« Last Edit: December 22, 2016, 11:38:26 by SandTEngineer » Logged
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« Reply #2251 on: December 21, 2016, 20:46:27 »

As I was once one of those allegedly 'greedy consultants' you have mentioned above I can assure you that when the client doesn't really have a clue what it actually wants from its projects (now I wonder which client I am speaking about there) that the 'specification', as much as it is, usually means that the consultant has to build all sorts of unknowns into the estimates because, as sure as tomorrow will come, so will the flack if the estimates are too low when the project hits the buffers... Undecided Angry

I have seen some woeful client requirements documents in my (perhaps too long) career and I do recall one project that had nearly 300 technical queries on the client and in which some cases they clearly stated they weren't going to 'bother' to respond to, just get on with it.

End of whinge.

There are a number of major problems in todays railway, the number of stakeholders non of which can have a clear vision or strategy until one of them comes up with one but 2 of the key stakeholders have short term tenure ................ the TOC (Train Operating Company) typically 7 years and the Government typically 5 years.  The TOC is at the behest of its contract with the DfT» (Department for Transport - about) which in tern has to bow down to the elected Government, who can even change its direction of travel when the Sectary of State is changed in a reshuffle.  Even NR» (Network Rail - home page) works to its Control Periods of 5 years which do not line up with general elections of with TOC franchises.
 

The UK (United Kingdom) railways lacks a cohesive leadership, for all its failing BR (British Rail(ways)) had far better vision of what it need to do and where it wanted to be that the industry has today.

Nothing wrong with consultants being brought to do work but they are only cost effective when the client is an informed client NR lacks a solid engineering base (that is not only engineers but project managers), but  it is driven by the Government to out source as much as it can because contracting out is cost efficient so therefore so much of it is done by short term people.

The solution is not simple but removing the politicians out of the equation would help

 
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« Reply #2252 on: December 28, 2016, 23:34:31 »

I see that not only were the fairies out in force over Christmas at Reading, garnishing the grey gantries with dangly bits, but they even strung up some shiny new pink wires. Despite the earlier work being all on the Main Lines, it's the Reliefs and platforms 13 and 14 that have now shot into the lead. I couldn't see how far the wires went, nor whether any of the fancy bits are done yet.

I guess that someone twigged that the first trains they need to provide for will be 387s providing stopping services, and giving the Turbos leave to cascade. At this rate people round here might even start to think that electrification will actually happen after all.
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ChrisB
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« Reply #2253 on: December 29, 2016, 05:42:44 »

And getting the 387s into Reading depot must be te priority?
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CyclingSid
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« Reply #2254 on: January 03, 2017, 11:27:21 »

I see on roadworks.org that they have started work on Burghfield road bridge, lowering the line and raising parapets. Also forward planning to lengthen platforms at Reading West and Theale.
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Thatcham Crossing
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« Reply #2255 on: January 03, 2017, 12:45:45 »

.......platforms to be lengthened at Thatcham also as far as I know.

Was on foot yesterday between Thatcham and Midgham (canal towpath) and noticed some crossbeams starting to appear. Also some verticals that don't appear to be exactly vertical! (should've taken a pic).
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eightf48544
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« Reply #2256 on: January 03, 2017, 23:07:06 »

Not sure if it goes here or Crossrail but looks like the work at Maidenhead to remodel the layout and to allow trains to turn back from most of the platforms  (Down Main 1 excepted) as well as in the sidings has been done.

Hopefully ready for the 387s in the Spring. DFT (Department for Transport) are making a rod for their own back 2 years of a train with relatively decent seats and toilets to be followed by the Cattle Class 345s. Don't think TV commuters are going to be too impressed.


Also wires up over Maidenhead bridge no comment yet in Maidenhead Advertiser.
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SandTEngineer
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« Reply #2257 on: January 04, 2017, 10:34:56 »

Short NR» (Network Rail - home page) video of the xmas/new year 2016/2017 works at Acton, Hayes and Stockley viaduct https://youtu.be/cOOySiJdW_Y

Also noted that the altered Platform No.12 at Paddington was brought into use on Tuesday evening 03/01/2017.
« Last Edit: January 04, 2017, 10:46:09 by SandTEngineer » Logged
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« Reply #2258 on: January 04, 2017, 11:05:22 »

Platform 12 will continue to be open as a short length platform for a while whilst the country end is rebuilt.  The platform face is all there following the Xmas works, but the platform surface behind it needs quite a lot of work still.  I think the Maidenhead Reversal Siding wasn't completed, although the signalling for it was, so that will be a pretty quick job to tidy up one weekend.
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« Reply #2259 on: January 04, 2017, 11:36:09 »

I hope that the works will include extending the platform canopy from the old edge of P13 to the new edge of P12.
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LiskeardRich
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« Reply #2260 on: January 04, 2017, 12:26:01 »

A 16* ran from reading to Bristol this morning, as part of the electrification cascades
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« Reply #2261 on: January 04, 2017, 12:36:04 »

166215 was the unit in question.
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« Reply #2262 on: January 04, 2017, 12:36:47 »

A 16* ran from reading to Bristol this morning, as part of the electrification cascades

166215 was the unit in question.

http://www.realtimetrains.co.uk/train/C49039/2017/01/04/advanced

https://www.flickr.com/photos/dwbphotos/17600966530
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« Reply #2263 on: January 04, 2017, 12:57:42 »

That is good news, at last.

I feared we would not see any cascade stock till the year end, and the any chance of a seat, or reasonable personal space, on my way home (BTM (Bristol Temple Meads (strictly, it should be BRI))->BPW» (Bristol Parkway - next trains)). would not happen this year (2017).

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LiskeardRich
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« Reply #2264 on: January 04, 2017, 19:09:40 »

It's for staff training. A turbo will be at Bristol for the foreseeable future for that purpose.
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