It hasn't existed since the 1970s when it became part of Welsh Brewers which was in turn owned by Bass. Welsh Brewers itself disappeared in the 1990s when its brewery was sold to Brains.One of their brands, Hancocks HB, survived the demise and is brewed these days by the Glamorgan brewery.
I was wondering if it would be line of sight operation but in the last document showing the junction with the line between Central and Queen St it references Network Rail standards and also shows clearance considerations for the class 755 Flirts so I suspect not tram operations, which would be great to see especially when the arena opens to have trians from the Rhymney line able to get down there.
I think that’s what they will be doing. Hopefully money can be found to remodel Cardiff west junction so we can get more trains on the city line
Can we have elevated tram platforms at Central ? I guess that keeps them level with the existing platforms, could be incorporated into a remodelling of Central while not interfering with the road network ?
Build a viaduct with a station next to the southern side of central station near to the old riverside platforms then carry on and join the bay line by Callaghan square
flic.kr
Think Ninian park is the cut off point shame they don’t wire all the way to central stationThree TTC booms have gone up along the City Line where it crosses the SWML at Leckwith North Jn. Don't know how far the masts extend towards Ninian Park.Leckwith North Junction 22/6/22
GBRf 66734 "Platinum Jubilee" [ex 266 063 -7, DE63 and PB04] finally reaches Leckwith [Cardiff West] running 95L hauling load 25 comprising of 24 BAA wagons and 1 JSA seen tucked in behind the loco working 6M86 10.22 Margam T.C. - Dee Marsh Reception Sidings loaded steel coils.
Unfortunately the TfW renewable electricity is incompatible wit Network Rail's nuclear electricity
I believe they are only electrifying parts of the infrastructure that are part of the Core Valley Lines transferred from Network Rail. So that precludes electrification into Central (although electrification into Central would probably be inconsistent with the thinking that all the relatively complex bits are left unwired, such as at Queen St).
That's right I think. The Welsh Government won't pay Network Rail to electrify any of their lines; politics over practicality.
Very useful, thank you.
According to the Sectional Appendix, the boundary is at RAD 1m 20ch (1 & 1/4 MP).
Or talking about it in the correct way, DfT won't pay Network Rail to electrify their own infrastructure, hence why the VoG and Penarth lines are not being electrified, even though it makes operational sense. Welsh Govt own the CVL and have secured the funding from various sources to electrify it. DfT and NR own anything outside of the CVL boundary. It's not up to Welsh Govt to pay for infrastructure improvements to DfT owned infrastructure, that's for the DfT and UK Govt to pay for.
On the other hand, Network Rail can accept funding from anybody to pay for improvements. Would the Welsh Government save money over the lifetime of the new trains by paying for electrification and running straight EMUs instead of bi-modes and battery-electric units?
Unlikely, because there will be significant gaps in the electrification of the Valleys lines which require batteries anyway. The general approach seems to be to wire the easy bits, and rely on battery for the difficult/expensive bits (old bridges, tunnels etc), so they’ve presumably already worked out that’s cheaper than wiring absolutely everything. Cardiff Central may well have been one of the difficult/expensive bits anyway, regardless of who owns or runs it.
Short-sighted. Architectural trophy building (a hotel? really??) rather than real practicality. Not only do they appear to have abandoned the Newport link idea, they also appear to be building empty offices on the park & ride - with no obvious location for a new P&R, unless I've seriously misread something. It's a very heavily-used P&R as well. There is plenty of room for new offices on the tar plant site and as I understand it there are still empty buildings on the Van Road site anyway.
The Welsh Government are anti-car (despite cars gradually going electric) so I guess they would be pleased to see the P&R reduced/removed. What they fail to appreciate is that for many people, having plenty of guaranteed free parking at the rail station determines whether or not they switch to the train/metro or continue the whole of their journey by car. So, by removing parking at Caerphilly, they are making the Metro less desirable and increasing the traffic on the road network - which in this case means mainly into Cardiff.
Here's some more from College Road bridge between Llandaf and Cathays.
Thanks for the two photos. It's great to see what appears to be rapid progress now. Is anyone able to say if what we see here IS rapid progress? I'm a very occasional visitor with zero inside knowledge. It would be good to hear from someone who can give an overview.
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It wasn't successful in Round Three, or any other rounds of the New Stations Fund.
