2MW doesn't sound very much for the area of the full extension.
It’s roughly twice the size of Blackfriars, which is 1MW.
2MW doesn't sound very much for the area of the full extension.
OK so that is useful but just not as much as I thought it might be.It’s roughly twice the size of Blackfriars, which is 1MW.
Agreed - the government and DaFT are paying lip service to the decarbonization agenda. Their heart is not in it.If EWR doesn't get electrified and its a brand new stretch of railway I have no hope that this target will be reached.
Agreed - the government and DaFT are paying lip service to the decarbonization agenda. Their heart is not in it.
Not in doubt but a lot of the bitching is "Electrification is Disruptive". A large part of this project will be where there is no railway - so surely it makes sense to electrify while under construction - that way no disruption?If it got electrified how many electric trains, or even bi-modes would run down it from day 1? And if the answer is low how much carbon could have been saved by using those resources elsewhere?
A lot more goes into electrification then just putting the wires up and switching it on, from day 1 if it is a new build line then all services would probably be electric, everyone who is trained for the line would also have been trained for the electric stock and anyway lots of testing to make sure the OHLE is fine happens so electric trains will have been running before day 1 of passenger operation. Also as said by someone else in this thread, burning fossil fuels produces far more emissions than the construction work of electrification, justifying electrification on a carbon basis on most lines, especially busier lines like EWR.If it got electrified how many electric trains, or even bi-modes would run down it from day 1? And if the answer is low how much carbon could have been saved by using those resources elsewhere?
EWR rolling stock has yet to be confirmed but considering that there will be no spare DMUs in the near future unless you want to operate stopping trains with Voyagers / Meridians or use 30+ year old Sprinters. This means they will have to order new, so unless they order bi-modes which can be converted to full electric in the longer term then they are locking in diesel operation for 20+ years.If it got electrified how many electric trains, or even bi-modes would run down it from day 1? And if the answer is low how much carbon could have been saved by using those resources elsewhere?
I suspect the voyager/meridian cascade will release Cl170s somewhere along the cascade (eg from Cardiff to Nottingham).EWR rolling stock has yet to be confirmed but considering that there will be no spare DMUs in the near future unless you want to operate stopping trains with Voyagers / Meridians or use 30+ year old Sprinters. This means they will have to order new, so unless they order bi-modes which can be converted to full electric in the longer term then they are locking in diesel operation for 20+ years.
They've put out a tender for a short term set of stock, sounding like some sort of old second hand stock may be what gets used initiqlly.EWR rolling stock has yet to be confirmed but considering that there will be no spare DMUs in the near future unless you want to operate stopping trains with Voyagers / Meridians or use 30+ year old Sprinters. This means they will have to order new, so unless they order bi-modes which can be converted to full electric in the longer term then they are locking in diesel operation for 20+ years.
Electrification could yet be on the agenda for East West Rail, after Government ministers confirmed that the decision not to wire the reopened railway could be reversed.
The announcement was made in the same week as the EWR Consortium revealed it was looking to lease second-hand diesel multiple units, in order to start running trains between Oxford, Milton Keynes, Bedford and Aylesbury
Good. I think the idea of building an unelectrified railway which connects with an electrified one anywhere (in this case at Milton Keynes) is absolutely ludicrous at this point.They've put out a tender for a short term set of stock, sounding like some sort of old second hand stock may be what gets used initiqlly.
EWR targets short-term fleet ahead of possible electrification
East West Railway Company issues tender for interim fleet as Government reconsiders electrifying the routewww.railmagazine.com
I imagine bimodes in the short/medium term would be more useful than pure electrics, seeing that the wires of an electrified EWR would run out at Aylesbury and Oxford (currently)They've put out a tender for a short term set of stock, sounding like some sort of old second hand stock may be what gets used initiqlly.
EWR targets short-term fleet ahead of possible electrification
East West Railway Company issues tender for interim fleet as Government reconsiders electrifying the routewww.railmagazine.com
I imagine bimodes in the short/medium term would be more useful than pure electrics, seeing that the wires of an electrified EWR would run out at Aylesbury and Oxford (currently)
While I 100% agree that those other lines should be electrified, the whole scheme including them and EWR is suddenly a major project, much bigger than EWR on its ownNetwork Rail has proposed electrifying the other Diesel routes on the GWR main line and The Chiltern Main Line so I would imagine EWR would form part of a larger plan to run wires from Reading to Bedford/MKC and Cambridge.
Network Rail has proposed electrifying the other Diesel routes on the GWR main line and The Chiltern Main Line so I would imagine EWR would form part of a larger plan to run wires from Reading to Bedford/MKC and Cambridge.
They've put out a tender for a short term set of stock, sounding like some sort of old second hand stock may be what gets used initiqlly.
EWR targets short-term fleet ahead of possible electrification
East West Railway Company issues tender for interim fleet as Government reconsiders electrifying the routewww.railmagazine.com
The ITT requires a fleet of 12 or 14 three-car units with European Train Control System Level 2 and Driver Controlled Operation capability.
Except for the important line of (with my emphasis):
Do we know of any DMUs with that, beyond what the TOCs are receiving now? I would have thought the 170s and 175s are too old to have that without a major refit?
Driver Controlled Operation won't be too hard to find, ETCS L2 will be. Wasn't it quite hard to fit on the Cambrian 158s?Except for the important line of (with my emphasis):
Do we know of any DMUs with that, beyond what the TOCs are receiving now? I would have thought the 170s and 175s are too old to have that without a major refit?
Many have the ability for it to be easily fitted.The only fleets actually fitted with ETCS (rather than provision for it, as most currently delivered fleets are) are 700s, 345s, and the TfW 158s on the Cambrian line!
Except for the important line of (with my emphasis):
Do we know of any DMUs with that, beyond what the TOCs are receiving now? I would have thought the 170s and 175s are too old to have that without a major refit?
The only fleets actually fitted with ETCS (rather than provision for it, as most currently delivered fleets are) are 700s, 345s, and the TfW 158s on the Cambrian line!
Driver Controlled Operation won't be too hard to find, ETCS L2 will be. Wasn't it quite hard to fit on the Cambrian 158s?
What over routes on the gwml ?
I thought the last word from DfT was that they did now want it to be a separate franchise, which was part of the reason for removing through trains across Aylesbury?Given EWR won’t be a cohesive franchise is it not more likely the various operators will use DMUs similar to their existing fleets with reallocations, bolt ons and cascades?
If it gets electrified then LNWR, if it doesn't then Chiltern in my opinion. Not much point having such a tiny franchise.I thought the last word from DfT was that they did now want it to be a separate franchise, which was part of the reason for removing through trains across Aylesbury?
I’d always thought it should be logically split in some way between the LM and Chiltern franchisees, but that’s not guaranteed now.
Driver Controlled Operation won't be too hard to find, ETCS L2 will be
- Swansea to Cardiff
- Bristol Parkway to Penzance and Plymouth
-Swindon to Bristol via Bath
-Reading to Banbury via Oxford
All the diesel routes that intercity main line services on GWR use.
Yep but we don't have native supplies of uranium, nuclear waste is dangerous and expensive to store,they have to be located away from urban areas, in location with lots of water. It's not that great.Yes but even more stark than that. A nuke can run 24 hours so that is 24GWhours
Lets be generous and say the solar farm runs for 10 hours every single day all year round loads of sunlight = 350x 10 = 3500MWhours = 3.5GWhours
No comparison
Hopefully this will include the Maesteg branch as well as the vale of glamorgan line. If the wires reach Swansea then the swanline service can be run using emus as well as Maesteg services- Swansea to Cardiff
- Bristol Parkway to Penzance and Plymouth
-Swindon to Bristol via Bath
-Reading to Banbury via Oxford
All the diesel routes that intercity main line services on GWR use.
There aren't many suitable DMU's that aren't already being used when there's plenty of ex-BR medium distance EMU's that are being replaced,which will be cheap to lease and provide greater capacity than most DMU's can for the same price,even with a heavy refurb.Also would allow electric through services from Oxford to King's Lynn,Peterborough and places further north,depending on ECML capacity.If it got electrified how many electric trains, or even bi-modes would run down it from day 1? And if the answer is low how much carbon could have been saved by using those resources elsewhere?