Electric Trains minus the Infrastructure

[unlevel42]

Wireless tram examples:
Bordeaux uses a ground pick-up system, as well as the change to wire collectionHere

Nice tramway uses conventional overhead power supply cables except where the tram crosses the Place Masséna and Place Garibaldi, when it lowers its pantograph and relies on its onboard nickel metal hydride batteries to cross these large open spaces, where overhead wires would be an eyesore

PRIMOVE technology from Bombardier allows trams and light rail vehicles to operate over distances of varying lengths without conventional overhead wires. Based on safe inductive power transfer with electric supply components hidden under the vehicle and beneath the track. Here

Tramwave here

 

[edwin_m]

Only issue would be changing from the two as Ambergate isn't on the mainline.

The junction would probably be wired and once that's done it's no big deal to run the branch wire a quarter of a mile or so to Ambergate station, with no overbridges in between. A BatMU might also be able to raise and lower the pan on the move.

 

[AM9]

Say there is a route that may just have a case for electrification bar a rather expensive civil job to marginally increase gauge clearance under a bridge. Wires could be installed up to both sides of the bridge with a neutral section between. The conductor of a neutral section could be taken some 150-200mm closer to the bridge structure as it would not need the 25kV electrical clearance.
In some cases, that easement may be the difference between the electrification going ahead or not.

 

[fowler9]

I feel sometimes that the way this country is we will either just have to take the hit and spend a fortune and put up with the inconvenience of changing the loading gauge or give up on it entirely and embrace more modern technology and reduce the need for people to move around so much in a densly populated place.

 

[apk55]

The junction would probably be wired and once that's done it's no big deal to run the branch wire a quarter of a mile or so to Ambergate station, with no overbridges in between. A BatMU might also be able to raise and lower the pan on the move.

It would not probably be a problem electrifing the Matlock branch anyway as it is a singled formaly double track line so clearances could be easily obtained by aligning the track into the center of arched bridges. And it could probably be energised from the main line (as the loading would be light) so no substations would be required

 

[edwin_m]

It would not probably be a problem electrifing the Matlock branch anyway as it is a singled formaly double track line so clearances could be easily obtained by aligning the track into the center of arched bridges. And it could probably be energised from the main line (as the loading would be light) so no substations would be required

I agree with that, though it might also need platforms building out at places like Cromford if the track is realigned through nearby bridges and tunnels. We had a discussion a few weeks back on whether BatMUs would be appropriate for a future East Midlands EMU fleet.

 

[duffield]

Only issue would be changing from the two as Ambergate isn't on the mainline.

I don't see this as a problem. I believe it's possible to raise/lower the pantograph while the train is in motion with some systems, say just after/before Ambergate junction as appropriate. And if not you'd just switch to/from battery when stopped at Belper on the main line.

Also the Matlock branch is so short that I don't think you'd actually need any charging infrastructure at Matlock (although an emergency manual hookup might be prudent).