Christopher125

ERTMS Level 3 - A possible way forward The best chance of Level 3 happening looks like the hybrid approach being developed by Network Rail described in the Rail Engineer article above: "Known as Hybrid Level 3, it has been in development since 2013 as a joint effort by Network Rail and ProRail with Alstom and Bombardier both supplying equipment that demonstrated the feasibility. The stage has been reached whereby a potential application to the ‘real’ railway can be considered. The crux of the proposed system is to retain any existing track-circuit or axle-counter sections and to then create ‘virtual blocks’ as sub sections within these. The operation would be: - A train equipped for ETCS Level 3 operation would receive an MA allowing it forward into the block section which, if no other train is preceding it, might be to the end of the section or even beyond. - A following train that is also equipped for Level 3 operation would receive an MA to enter the same section with an MA to the limit of a safe stopping distance of the first train, taking into account the distance and speed of both trains. If speeds were low, then the second train could close up on the first under moving-block principles. - Any subsequent train also equipped for Level 3 operation would follow in the same way. - If a train only equipped for Level 2 operation were to approach the section, it would not receive an MA until all preceding trains had cleared the track circuit or axle counter section. Once this has occurred, the train would receive an MA to the end of the track- circuit or axle-counter section. Any following train would not receive an MA until the Level 2 train had cleared the complete section."

Apologies if I've misunderstood, but aren't they all electrified? They certainly appear to be,

Apparently it's not quite that simple, according to the Portishead Railway Group - this was one of the ways they are attempting to plug the funding gap that's recently emerged, though one that was always unlikely to pay off: "On Thursday it was announced that MetroWest (i.e. all four local councils) has failed in its bid for funding from the Large Local Major Transport Schemes fund. The DfT’s Large Local Major Transport Schemes fund guidance explicitly states “....There is a presumption against funding rail schemes ....". So it was a long shot, but NSC/MetroWest felt it was worth trying. In fact all the fund went to 3 major road schemes, none to any rail schemes. This doesn’t mean the project is dead, just that particular source of funds is not available - as the fund’s guidance said. One of the reasons for that rule is that there are other sources of funds available for rail schemes, which NSC/MetroWest will have to utilise instead."

This has been uploaded to youtube showing the first EMUs leaving Bromsgrove:

Yes, and rightly so. "The market share for diesels...has shrunk from 45% in 2017 to 30% in 2018 so far" Regarding Hydrogen and leaks, I guess that's why it's stored on the roof? Rather awkward for our loading gauge but I guess the air-con modules in the Renatus 321s shows shows that stuff can be put up there.

It's entirely logical - modern (and presumably DC-convertible) 350/2s are far more likely to find new homes as conventional EMUs than 321s, they are nearly 40 tons heavier which could have quite an impact on range, and only 30 of them are going off-lease compared to the 100+ 321s. IMO finding new uses for perfectly serviceable trains is to be applauded, the re-tractioned/air-conditioned Renatus fleet in particular would be far superior to 150s and the like.

While Batteries may suit certain routes Hydrogen offers far more range, over 600 miles in this case, though still some way short of a typical DMU - hence the interest in a trial Converting an electric train certainly makes sense - the fuel cell generates electricity so it reduces the cost and complexity of a trial conversion, 321s are in reasonable nick but few if any were likely to see further use, it may allow bi-mode operation and if the trial is a success the same design could be used to convert over a hundred units. Alstom's UK Head of Business Development and Marketing gave a short presentation a few days back which may be of interest:

It's safe to assume they'll be replacing DMUs, what else? IIRC the entire 321 fleet will be off-lease in the next few years, including the 100-odd at Greater Anglia. With new fleets producing a glut of conventional EMUs without a home, including many modern units like the 379s/360s/350s/707s, it seems unlikely 321s have much of a future under the wires.

The first test runs have taken place: https://www.facebook.com/British.Tramway/posts/973818156109149

Everything suggests that's the solution being proposed - SWR have confirmed replacement stock won't be new, various stakeholders have been to Long Marston to see them, and Adrian Shooter has confirmed that "they fit" but can't say anything more. I see no obvious alternatives, especially if Battery/Diesel/Hybrid operation is being proposed.

The prototype retained the original DC motors, but production trains were to use new AC motors.

At low tide the sand can be exposed almost the entire length of the pier, so even the shallowest draft is of no help. Creating and maintaining an artificial channel of sufficient size to allow safe navigation in poor weather would seem pretty impractical and unnecessary when there is already a perfectly usable pier that's seen significant investment in recent years.

Ryde Pier is half a mile long for good reason - at low tide that's as close to the shore conventional vessels like the Catamarans can get, and with the shifting sands there's really no practical alternative. Hence one of the few Hovercraft services in the world. Hydrofoils incidentally were a Red Funnel thing between Cowes and Southampton, alas long gone.

Original drawings show both height and width of the portals was 14ft - a modern structure gauging diagram, shown in Mark Brinton's response to the Garnett report, suggest that's been reduced by something like 6 inches. Regarding the wooden profile, if your referring to the photo at the tunnel mouth then it's a Class 503 profile - back in the 80s they were proposed as replacements for the Standard Stock. With their short 58ft (around 17.6m) bodies they were better suited than most to the clearances in the sharp reverse-curved tunnel.

That's no longer the case, the need for barrier vehicles went a few years back. As for using a DEMU, I really can't see the point - there are already generator vans for trains that don't need an assisting locomotive, and where one is needed (often for ECS moves) a DEMU power car won't be sufficient.

If you look at the comments on the KILF page linked to, they are not proposing anything that prevents an extension to Ryde but obviously it's not a core part of their proposals. However no-one (including the IWSR) is seriously proposing to go beyond St Johns, if nothing else there just isn't room. I think it's pretty clear now that Vivarail's old District Line stock, probably fitted with batteries, are the favoured option.

Details of the plan South Western Railway are required to give the DfT, regarding Island Line, are now emerging in the IW County Press and KILF - New timetable, with a loop at Brading allowing a 30min service - Fully refurbished rolling stock of a larger profile, allowing guards to move between carriages (almost certainly Vivarail's ex-District stock) - Onboard wifi and charging ports, information boards and new CCTV - A new platform layout at Ryde Interchange, allowing improved access for Hovertravel passengers - Track upgrade - A structural survey of Ryde Pier shows the supporting steelwork to be sound, but decking and track require replacement which is the recommended option This will be put to the DfT shortly with a decision due by the end of year. If agreed replacement stock could arrive by 2020.

I used to use Gridwatch but I've found Drax's 'electrical insights' far better - the 'explore the data' link at the bottom takes you to a very useful interactive graph which also shows price and carbon intensity.

IEPs have a 'floating floor' to reduce vibration, which seem pretty effective: https://www.getzner.com/en/landing-pages/repeat-order-from-hitachi-for-floating-floors

IIRC the wires will be supplied from Braybrooke near Market Harborough, so it's been suggested they may electrify that far.

Logo is terrible, but the livery is miles better than Powerhaul which IMO sits very uneasily on anything but the 70s.

Interesting presentation by Vivarail's Adrian Shooter to the LT Museum friends, from 27 minutes in: http://www.youtube.com/watch?v=7k8W7QWRWMk

Seems Mentor has paid a visit to check the wires: 37099 by Thomas Stobbs, on Flickr

Kirkham to Preston has also now been uploaded.

I believe it's to improve performance in high winds, referred to on page 142 as "OHL resilience (installing light weight portals)"