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Christopher125

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  1. Electrification of the network including EWR does appear to be back on the agenda at the DfT now Grayling has left, the 2050 net-zero commitment looms ever larger and there's more understanding about the limitations of battery/hydrogen propulsion. RAIL are quoting a statement from EWR about the short 4 (+2) year lease for self-powered trains that says: The DfT's Baroness Vere confirms yet another post-Grayling rethink...
  2. You said it was ironic that the WLL can't have extra trains, but *to be fair* it's just had a frequency increase - the extra 378s available has allowed London Overground to increase frequencies on the NLL (10tph) and WLL (5tph) during the peaks.
  3. I think the current plan is to rebuild roughly on the present site but realigned, allowing a better route for the through line.
  4. To be fair they're now running 5tph on the West London Line during the peaks - with 10tph on the NLL - thanks to the 378s freed up from Euston-Watford. 5-car 710s will then allow a further cascade, displacing 378s from the NLL to boost frequencies on the ELL.
  5. I can only assume they were confusing the 397s with the loco-hauled mk5s, of which there are still 4 in use.
  6. Should be thirteen 802s in use now plus a third 397, with all the withdrawn services back running.
  7. EWR services are almost certainly too long and energy intensive for battery units, and Hydrogen would be highly problematic - who knows what they'd cost, what operating restrictions will be imposed and what capacity they'd have (if the proposed 321 conversion is anything to go by...)
  8. Worth noting that TPE reintroduced a good number of cancelled services this week with the rest following in a few weeks time - IIRC there should be 11 802s out and about daily now.
  9. Hardly, the mk5s were horribly late and their introduction was far from trouble-free either.
  10. Electrification was de-scoped from EWR and platforms shortened to 4x23m when Grayling asked for savings.
  11. Possibly but this is a few months old so plans may have evolved - either way renewing the Rowborough substation was specifically mentioned by the programme manager at the Bus & Rail Users meeting a week or two back.
  12. I've just come across the PIN, which gives more detail to prospective contractors and appears to confirm the details of the meeting - seems TPWS (and cab radio!) really are on the cards: http://bidstats.uk/tenders/2019/W39/711590030 Track works: A number of interventions are planned along the extent of the Island line to accommodate the new trains and improve track ride quality. These interventions will be items such as rail replacement, closure of current jointed track, ballast replacement, tamping, track lowering at stations and minor gauging interventions. A new passing loop will be provided at brading station and platform 2 will be reopened for passenger use. Civil engineering works: Civil engineering works will be carried out at the current station sites to complement track lowering and where this is not possible, the application of a new surface to the platforms to raise the platform height. There are a number of structures that require intervention such as minor bridge decking works and retaining structures. Signalling works: New signalling will be provided to control the new loop at Brading station together with the provision of a new control panel at Ryde St Johns signal box. Additionally, TPWS will be provided throughout the Island line together with the upgrading of a number of point mechanisms. To support the new signalling system at Brading station, a time division multiplexor system will be installed which will also replace the current westinghouse S2 legacy system provided at Sandown. Telecommunications works: A cots ethernet compatible fibre optic transmission system will be established on the Island Line to support the new signalling equipment and train radio system. This system will be compatible with VOIP systems. Electrical supply works: A number of station power supplies may need upgrading as part of the works to support the new signalling and systems which will require co-ordination with local DNO operators.
  13. Not a chance; in the 21st century there's no political appetite for closing any railway service - hence the Conwy Valley is reopened at vast expense every few years, Island Line get's a £26m upgrade and even a station as lightly used as Breich gets a complete rebuild despite frequent suggestions on forums like this that the money won't be found. In this case the line's aesthetic appeal alone would probably prompt enough of an outcry to make any politician think twice, let alone the size of the local population it serves and the political ramifications of trying. Closing railways is something most modern politicians just want nothing to do with thankfully.
  14. The lowering of the trackbed, a whole loop for £1m would be a tad optimistic! AIUI it's being funded by the DfT, via SWR.
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