THREAD: some of you might be wondering what the hell this train is. I'll try to explain that, while touching on some of the wider requirements for testing new #OLE for entry into service #railwaysExplained
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This is an OLE test train that's been put together by the @networkrailwest electrification project team. The train is intended to undertake mechanical and electrical testing of the OLE between Bristol and Cardiff in advance of entry into service
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The mechanical testing is performed using the pantograph on top of the class 90. It is unusual in two ways: 1) it carries force & acceleration sensors so that it can measure contact force, and 2) it is the only cl 90 carrying an HS-X pan, the type used by @GWRHelp at 125mph
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The train can also function as an electrical load bank, by simply using the class 90 to drive the train and draw power from the OLE. Staff in the lineside substations can then measure the electrical behaviour of the system as the train passes through.
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When they aren't testing electrical behaviour, the train will be diesel hauled because Reasons
But why the rest of the train, I hear you ask?
Well the class 67s can provide power away from the wires and *crucially* under wire that is complete but not yet energised
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But why the rest of the train, I hear you ask?
Well the class 67s can provide power away from the wires and *crucially* under wire that is complete but not yet energised
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This allows the test team to check mechanical performance with a raised pan before energisation. It decouples the mechanical tests from the energisation, and gives the team more programme flexibility than a pure electric train. It provides "go-anywhere" capability
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The DVT allows the driver in the 67 to control the cl 90 if needs be (I think)
Obviously the test team need somewhere to sit, and monitor the tests; but the use of a mark 3 carriage was a personal request by me to wind up the HST nostalgists*
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*it's a joke, calm down
Obviously the test team need somewhere to sit, and monitor the tests; but the use of a mark 3 carriage was a personal request by me to wind up the HST nostalgists*
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*it's a joke, calm down
So in summary it's a go-anywhere OLE test train. The project has previously used class 800s on hire from Hitachi (see img), but the FrankenTrain™ is more cost-effective, is under NR's complete control, and means @GWRHelp aren't a set short for regular services. It's win-win
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But why are OLE tests needed at all? After all, the Series 1 system is proven at 125mph.
GWR is being electrified as a TSI-compliant railway. That means that all systems, incl. the OLE, have to meet performance requirements set out in European standards & written into UK law
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GWR is being electrified as a TSI-compliant railway. That means that all systems, incl. the OLE, have to meet performance requirements set out in European standards & written into UK law
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BEFORE I GO ANY FURTHER: let me head off the Br*xit question and the standards-moaners.
Firstly, these European Standards are *not* written or owned by the EU. They are written by CENELEC, a non-governmental European body of which the UK is a member. We helped write them.
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Firstly, these European Standards are *not* written or owned by the EU. They are written by CENELEC, a non-governmental European body of which the UK is a member. We helped write them.
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The HS-X pantograph is already signed off as an interoperable constituent under the standards. This means we know it will work well with TSI-compliant OLE.
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"Ah but if we pulled out we could build railways more cheaply". Well, maybe Boris, maybe not. Standards provide a set of systems that we know will work well out of the box.
Did U know that railways are being built in US and Canada that are compliant with the same standard?
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Did U know that railways are being built in US and Canada that are compliant with the same standard?
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They aren't in the EU but they would rather follow a proven standard that write their own.
Digression over, back to the FrankenTrain™. Why does the OLE west of Bristol require testing? Because the Technical Standard for Interoperability requires physical testing...
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Digression over, back to the FrankenTrain™. Why does the OLE west of Bristol require testing? Because the Technical Standard for Interoperability requires physical testing...
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...prior to entry into service. There is some industry debate over this requirement, as there often is with standards. But even without the TSI requirement, testing is an extremely wise idea. Much better to find issues with a test train than on the first day of service
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The test train allows you to check construction quality, observe the performance of unusual arrangements such as those in the Severn Tunnel, check for the notoriously-hard-to-predict-or-model electromagnetic compatibility with track circuits, axle counters etc...
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...and generally build confidence that you are going to get a reliable high-performing railway from day 1 of electric service. Its a strategy that has worked extremely well on GW and will continue to do so.
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A word about the people who plan and run this test train and all of its predecessors. I've witnessed first-hand the work that goes into running one of these trains. Booking paths, rostering drivers, leasing stock - all the normal logistics related to running a train.
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But also a whole bunch of extras: getting the pan instrumented/calibrated. Taking out seats to make room for recording equipment. Working out where to get people on the train (there is no Train Manager so passenger doors wont work). Writing test plans. Getting them approved.
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Weird compatibility issues. Getting lineside staff in the right place with the right test equipment. I could go on.
Suffice to say that planning a test train is one of the most complex jobs I've seen on the railway, & I have immense respect for the people who pull it off.
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Suffice to say that planning a test train is one of the most complex jobs I've seen on the railway, & I have immense respect for the people who pull it off.
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So why is this train between Swindon & Didcot this week? After all the OLE there is TSI-certified and in service.
Well, in a word, CALIBRATION. The pan has just been fitted, and needs calibration against known contact force traces. NR already have those on this section.
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Well, in a word, CALIBRATION. The pan has just been fitted, and needs calibration against known contact force traces. NR already have those on this section.
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So that's why this train exists. I look forward to seeing photos of it over the coming weeks - I might even post some of my own if I can. Why not post yours here?
/ENDS
THREAD EXTENSION: I had some leave to take before great end, so I caught up with the FrankenTrain™ at Swindon... had a brief chat with the TIC; proving runs are going well, the usual teething problems to iron out.
These sensors are working in a *horrible* electromagnetic environment, all sorts of voltage spikes, neutral sections etc. So setting up the instrumentation is a Black Art.
FrankenTrain™ leaving Swindon on the first run of the day
FrankenTrain™ leaving Swindon on the first run of the day
I caught up with the FrankenTrain on its return run at Bourton.
They were NOT hanging about
They were NOT hanging about
67028, 82215, M11074, 90035 and 67012 on high speed OLE testing at Bourton as 558F Didcot West to Swindon Transfer @RAIL @Modern_Railways
I caught up with the FrankenTrain™ on its return run at Bourton.
It was NOT hanging about
It was NOT hanging about
67028, 82215, M11074, 90035 and 67012 on high speed OLE testing at Knighton as 571F Swindon Transfer to Didcot West @RAIL @Modern_Railways
Final shot of the day... 67028, 82215, M11074, 90035 and 67012 on high speed OLE testing at Knighton as 574F Didcot West to Swindon Transfer @RAIL @Modern_Railways
