Christopher125
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Posts posted by Christopher125
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4 hours ago, 62613 said:
May I ask how things are progressing (if they are!) for the Huddersfield - Dewsbury upgrade?
They've applied for a TWAO, so I wouldn't expect much progress before that's granted:
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6 hours ago, russ p said:
The end result isn't too dissimilar. I'm just very cynical of the modern railway and how they try and reinvent everything. Next thing will be a never tried before groundbreaking 7 foot railway maybe even vacuum powered!
I really don't think that's fair - the Ballater unit was unique and short-lived for good reason!
No-one doubts you can power a train with batteries, but their cost, weight, performance and longevity didn't really make them a practical or cost effective alternative to diesel traction.
It's entirely legitimate to see if the latest battery and fast-charging technology has, in favourable circumstances, changed that and lives up to the promises.
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Following their COP26 demonstration runs, Vivarail have secured the contract to trial a battery train and fast charging system on the Greenford branch:
QuoteGreat Western Railway has signed a deal with manufacturer Vivarail to trial new battery-charging technology on its network, paving the way for battery-only trains to run in regular passenger service in the future.
The trial, supported by Network Rail, will take place on the Greenford branch line later this year and test Vivarail’s trackside fast-charging equipment in an operational setting for the first time.
It is hoped that the project will demonstrate that the equipment works safely and reliably in a ‘real-world’ environment.
The use of batteries for extended operation has typically been constrained by their range and meant widespread implementation has, until now, not been feasible.
Fast Charge equipment will be installed at West Ealing Station later this year and tested with Vivarail’s battery-only Class 230 train, first showcased at COP26 last year.
The train has a range of up to 62 miles on battery power, recharging in only 10 minutes using the Fast Charge system in off-network tests.
When the train arrives at a station it connects automatically to the Fast Charge and the batteries receive charge while the train is prepared for its next journey.
The train was launched at COP26 in November and ran daily services throughout the international climate change conference in Glasgow, including an iconic trip across the Forth Bridge.
Testing on the Greenford branch line supports the Government and wider rail industry’s ambition to move towards net-zero carbon emissions by 2050.
The trial is supported by £2.15m funding from the Department for Transport’s Rail Network Enhancement Pipeline (RNEP).
Development of the Fast Charge technology also received funding from Innovate UK.
Rail Minister Wendy Morton said:
“We are world leaders in developing cutting edge green technology and this new zero-emission train supports our ambitious plan to move towards net-zero carbon emissions by 2050.
“Through our Plan for Rail and the Transport Decarbonisation Plan we are making the railways the backbone of a cleaner, more environmentally-friendly and modern public transport network.”
GWR Managing Director Mark Hopwood said:
“This is a really exciting development and underlines our commitment to reduce the carbon emissions of our train fleet with a view to removing all diesel-only traction from the network by 2040, in line with the Government’s Transport Decarbonisation Plan.
“We’re looking forward to working with our rail industry colleagues over the coming months to be able to rigorously test this battery train and charger on the Greenford branch line.”
Vivarail Managing Director Steve McBride said:
“Spearheading new green technology for rail is Vivarail’s forte, so I am delighted we are working with Great Western Railway on this demonstration of battery traction and automatic fast charging. The Greenford to West Ealing line will now lead the UK in bringing in new, emission-free battery electric trains combined with our world-leading charging system.
“Battery technology has been identified as a key part of the network’s solution to reach Net Zero and it is the ability of our charging system that provides the key to replacing diesel trains.
“I believe it will mark a step-change in showing the innovation within our industry. The support from GWR, Network Rail and the DfT to get this under way has been phenomenal.”
Network Rail’s Regional Managing Director for Wales and Western, Michelle Handforth, said:
“We are really excited for this new battery-powered trial to start and it highlights our commitment to providing a more environmentally-friendly way to travel.
“It builds on the success of electrification of the Great Western Mainline which has hugely reduced the number of journeys being made in diesel-only traction.
“We’re now looking forward to the challenge of getting the Greenford branch line ready for this new trial, which is another significant step forward for rail travel.”
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Touch wood it seems to be going ok? Brading is fully open at last too.
1987/09 - 12. Pre'36 Tube Stock at Brading. by Ron Fisher, on Flickr-
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Despite previous reports, SWR will operate a half hourly service from next Monday - morning and evening peaks only, and the extra services will turn back at Esplanade.
QuoteDuring these peak times, one train per hour will travel to and from Ryde Pierhead to connect with the ferry service, with the other additional service terminating at Ryde Esplanade – improving connections with Hovertravel.
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34 minutes ago, cctransuk said:
Quie possibly - which is why I wrote "whoever".
CJI.
Sorry, quoted the wrong post...
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1 hour ago, cctransuk said:
I did pick up criticism of whoever undertook the first attempt at body panel refinishing - that was virtually spelled out without room for misinterpretation, and the photo is self-explicit.
CJI.
Wasn't that at Barrow Hill though?
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This letter does a good job explaining why - without finding some time between Ryde and Brading - passing trains at the new loop is looking problematic.
https://www.countypress.co.uk/features/19727028.brading-passing-loop-island-lines-major-problem/
QuoteRunning time from Ryde Pier Head to Brading on the old timetable was 14 minutes which was quite tight and trains often ran a little late in the summer period, particularly if a stop at Smallbrook Junction was required.
There was a seven minute turnaround at the Pier Head which meant that a train took 35 minutes to get from Brading to the Pier Head and back.
Brading Station is only ten minutes travel time from Shanklin which means the passing loop is nowhere near halfway along the line.-
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Despite talk of level boarding at Brading and significant work replacing the adjacent cattle creep with a culvert, underpinning the platforms and excavating the trackbed... the track itself appears no lower now than before.
Presumably it's been descoped at some point - no great surprise - but it's left the 484's wheelchair ramps somewhat inadequate. Anyone know more?
(484001 being delivered last year and a video uploaded today)
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Timekeeping is much better today so far, losing a minute here or there along the way but it's actually an hourly service.
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Bit of a weird day.
- Signalling issue at Ryde in the morning.
- Poor timekeeping, presumably due to dwell times, new speed limits and TPWS?
- Lineside fire near Sandown kyboshed the service mid-afternoon.
- Surprisingly they used the horn instead of the whistle for crossings - I did wonder how they'd get that past the ORR tbh, even though it's distinctive and what people here expect.
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The LT museum did some filming last week for their latest Hidden London Hangout, includes footage onboard and from the cab - Hidden London Hangouts S4E10
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Hopefully you can see this linkedin post by the signmaker AJ Wells, showing the signage at Brading - I remain totally baffled by the foot crossing, the fencing is above head height yet it still looks like the crossing will remain open with only a stern warning to look both ways. Quite bizarre.
...on closer inspection some of the fencing on the far side has been cut down, but the view towards Sandown is still obstructed. There's been a lot of activity at Brading this week I gather, presumably trying to sort this out?
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They've found a use for the adaptor coupling - thanks to James for capturing 484004 pushing 006 down to Sandown, where both remaining 483s now await transport to wales.
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20 hours ago, Mike Storey said:
Interesting -- thanks - but is that co-acting with the signal on the left, or vice-versa?
7 hours ago, Nick C said:That's the bit I don't quite understand either - WFP34 on the former up platform will have much better visibility (being on the outside of the corner) than 35 on the down, so wouldn't need repeating.
It's the signal on the disused platform to the left that's co-acting - there was talk of a sighting issue, perhaps for stationary 4-car trains which stop too close to 34 for the driver to see it?
In support of this you can actually see in the photos below, taken from near identical positions, that the signal appears to have been turned slightly.
Island Line 483006 by George (L305 PWR), on Flickr
484003 Ryde esplanade 09/09/21 by James_Pilbeam, on Flickr-
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An unusual (unique?) development at Esplanade - to aid with sighting they've repurposed the redundant WFP35 on the pier shuttle platform to be a co-acting signal.
There had been talk of a signal in the four foot of the old down line but the hole was later filled in, so presumably someone noticed that a simpler solution was literally right in front of them.
483008 | (appr.) Ryde Esplanade, Isle of Wight (1) by jimbolimbo9, on Flickr
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It appears the daily test running now extends up the pier - 2-car sets ran this morning, while this afternoon on the webcam a 4-car set has arrived at Esplanade at around 25 mins past the hour (returning 10 later).
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One for the history books - the first 4-car runs on the Island. Not seen a train this long for many years...
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That explains the safety boats, and the considerable number of people onboard! Hopefully they'll now start regular running up the pier.
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Good news: First train to the Pier Head since January can be seen (14:53) on the webcams travelling up the pier...
Bad news: It stopped about 3/4 of the way up, and at this moment is stationary with the lights flashing....
https://www.youtube.com/watch?v=UkmhN7P8U-4https://www.youtube.com/watch?v=Q-44KECp-xQ
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Interestingly RTT appears to be showing paths for the training currently underway - in theory leaving St Johns for Shanklin every half hour from 8:51 to 17:21 all next week.
In reality they've been running hourly and clocking off mid-late afternoon (so far at least), but this may be useful for anyone wanting to see them?
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On 08/08/2021 at 22:26, Nearholmer said:
The only whistles I recall on the southern were the 71s, which used to give a blast as they came under the bridge at Tonbridge with the Night Ferry. Why, I'm not sure, maybe they were scared of the limited clearance of the mouse-hole. The sound was nothing like a steam loco whistle, and only a tiny bit deeper and firmer than the LU ones ...... a slightly ghostly sound.
Funnily enough an everyday sound on the Isle of Wight until just a few months back - the same type were fitted to the Standard Stock and 483s to replace the LU originals.
Some were even ex-Class 71, recovered from the electro-diesel conversions.
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I gather loadings have been pretty light this year?
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Class 230 into revenue service
in UK Prototype Discussions (not questions!)
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TfW's Class 230 fleet entered passenger service today, 230010 doing the honours.