Penmaenmawr Footbridge and North Wales Electrification.

[mwmbwls]

Network Rail are reporting that work to upgrade the footbridge at Penmaenmawr station on the North Wales coastline has been completed as part of their Railway Upgrade Plan. The footbridge, which is over 100 years-old, was removed earlier this year, to undergo specialist refurbishment works and repairs at the Centregreat Rail workshop in Cardiff. Engineers completed maintenance repairs, fitted a new foot deck, installed secondary handrails across the footbridge, repainted it and installed new energy efficient LED lighting.

The results can be seen here:
http://www.networkrailmediacentre.co.uk/news/upgrade-to-penmaenmawr-station-footbridge-completed

One question however struck me - Has provision when refurbishing the bridge been made for the increased head room required by the future electrification of the North Wales Coast Main Line and if not should the DfT not be looking for a solution based on Hitachi bi modes as in the Penzance solution?

 

[8A Rail]

Network Rail are reporting that work to upgrade the footbridge at Penmaenmawr station on the North Wales coastline has been completed as part of their Railway Upgrade Plan. The footbridge, which is over 100 years-old, was removed earlier this year, to undergo specialist refurbishment works and repairs at the Centregreat Rail workshop in Cardiff. Engineers completed maintenance repairs, fitted a new foot deck, installed secondary handrails across the footbridge, repainted it and installed new energy efficient LED lighting.

The results can be seen here:
http://www.networkrailmediacentre.co.uk/news/upgrade-to-penmaenmawr-station-footbridge-completed

One question however struck me - Has provision when refurbishing the bridge been made for the increased head room required by the future electrification of the North Wales Coast Main Line and if not should the DfT not be looking for a solution based on Hitachi bi modes as in the Penzance solution?

Looking at the image, I would suggest no provision has been made as it seems to been put back in original position and height.

 

[Philip Phlopp]

Network Rail are reporting that work to upgrade the footbridge at Penmaenmawr station on the North Wales coastline has been completed as part of their Railway Upgrade Plan. The footbridge, which is over 100 years-old, was removed earlier this year, to undergo specialist refurbishment works and repairs at the Centregreat Rail workshop in Cardiff. Engineers completed maintenance repairs, fitted a new foot deck, installed secondary handrails across the footbridge, repainted it and installed new energy efficient LED lighting.

The results can be seen here:
http://www.networkrailmediacentre.co.uk/news/upgrade-to-penmaenmawr-station-footbridge-completed

One question however struck me - Has provision when refurbishing the bridge been made for the increased head room required by the future electrification of the North Wales Coast Main Line and if not should the DfT not be looking for a solution based on Hitachi bi modes as in the Penzance solution?

The bridge didn't have clearance and hasn't been lifted.

The station is listed (the bridge isn't on its own) so there would need to be discussions between Cadw, the local authority and Network Rail about lifting the bridge in a sympathetic fashion and fitting the necessary higher parapets etc.

That's something that can be done as a package if, as and when electrification of the line occurs, with works required being agreed and appropriate contractors brought in to do the work here and elsewhere on the route, it's likely to work out a little cheaper doing it as part of a larger contract, so I wouldn't worry about the opportunity not being taken now.

The electrification of the route has a really complicated business case with all sorts of socio-economic factors needing to be taken into account, in addition to being good to switch London services to EMU stock, it's vital to be able to operate through services from the North Wales Coast across the north west of England using EMU stock. Bi-mode stock on regional services towards Manchester are possible if a not particularly brilliant solution, but there's no tilting capable bi-mode stock at present, Hitachi AT300 stock would be limited to 110mph/wouldn't be able to use EPS speeds on the WCML, creating pathing difficulties.

 

[Mordac]

The bridge didn't have clearance and hasn't been lifted.

The station is listed (the bridge isn't on its own) so there would need to be discussions between Cadw, the local authority and Network Rail about lifting the bridge in a sympathetic fashion and fitting the necessary higher parapets etc.

That's something that can be done as a package if, as and when electrification of the line occurs, with works required being agreed and appropriate contractors brought in to do the work here and elsewhere on the route, it's likely to work out a little cheaper doing it as part of a larger contract, so I wouldn't worry about the opportunity not being taken now.

The electrification of the route has a really complicated business case with all sorts of socio-economic factors needing to be taken into account, in addition to being good to switch London services to EMU stock, it's vital to be able to operate through services from the North Wales Coast across the north west of England using EMU stock. Bi-mode stock on regional services towards Manchester are possible if a not particularly brilliant solution, but there's no tilting capable bi-mode stock at present, Hitachi AT300 stock would be limited to 110mph/wouldn't be able to use EPS speeds on the WCML, creating pathing difficulties.

Does Hitachi stock meet MU differentials?

 

[Philip Phlopp]

Does Hitachi stock meet MU differentials?

It does.

 

[Mordac]

It does.

Then it could do 125mph in the Birmingham loop, it'd only be restricted to 110 until Rugby. Now the question is, how much of the WCML south of Rugby could be cleared for 125mph running under MU differentials now that Virgin's exclusivity agreement has lapsed?

 

[Philip Phlopp]

Then it could do 125mph in the Birmingham loop, it'd only be restricted to 110 until Rugby. Now the question is, how much of the WCML south of Rugby could be cleared for 125mph running under MU differentials now that Virgin's exclusivity agreement has lapsed?

We had this discussion recently (can't remember the thread) but not enough.

 

[Mordac]

We had this discussion recently (can't remember the thread) but not enough.

You and me, or just the forum in general? I hope it's the latter because I have no memory of it.

That's unfortunate anyway. I guess developing a tilting bi-mode train to fit the UK loading gauge would be such a challenge that it would require a very large order to pay off, so probably not happening.

 

[Philip Phlopp]

You and me, or just the forum in general? I hope it's the latter because I have no memory of it.

That's unfortunate anyway. I guess developing a tilting bi-mode train to fit the UK loading gauge would be such a challenge that it would require a very large order to pay off, so probably not happening.

The forum.

Tilting is needed further south on the WCML or it's back to 110mph paths - reducing one path to 110mph needs the removal of a second path or something complex to deal with the pathing constraints.