Hmmm.... Still think a 68 at full chat will still give the electrics a run for their money up Miles Platting. They outperform diesel 802s despite only having 4 powered axles versus 12 as they have a 1000hp power advantage. I think 68s also perform better pushing compared to hauling up the bank but think I need to do some more timing runs to be sure.
The tram wires on one of the tracks in Victoria were actually insulated. I was confused what I was looking at. There is tram track works happening too.
I think shunting would still be possible, just only using the Rochdale lines.
Indeed it would. I assume bustitution would still be required for intermediate services such as Morley - Leeds, but this takes off a lot of pressure from Leeds.
Assuming you're replacing a service that normally calls at Dewsbury or Garforth, then it's about 2 mins slower, but that's within the margin of what can be 'fudged'. If not calling at Dewsbury or Garforth then it's more like 5 mins, but still manageable in most cases.
Is that signal box going to be kept long term or demolished as part of TRU?
I think it was due to go in the original upgrade plan (when it was Phase 5 of NW electrification).
A photo from someone on Flickr (who I think might work at said box) states that Baguley Fold will close in 2022. I haven't seen any indication that it'll close during Christmas this year, so I'd hedge bets on a bank holiday next year.
Also St Helens Central Signal Box survived electrification.
Does the pope have a balcony? Yes please, regular updates post blockades would be fantastic please.
From watching TP services at Leeds I get the impression they are like Cross Country services at Birmingham in that the numbers of passengers joining/alighting is much greater than the number passing through. So it would seem crazy to make the majority change to a shuttle at Castleford. Better to either run a through service via Normanton-Leeds-Castleford, or split the services at Leeds and offer through passengers a change at Leeds
It isn't just about TP but also XC avoiding
Given the scale of the works Huddersfield - Leeds it would be almost impossible to progress works from Leeds - Church Fenton without there being some closures of both at the same time but not via Leeds TP diversions could be run.
Agreed.
The works at Castleford are to allow diverted Diesel trains to make a stop there, thus no need for electrification.
Certainly no plans for wiring thus far.
Absolutely makes no sense to do it either until full north TPU done anyway.
The 802s can change over on the move I believe, but the infrastructure via Guide Bridge is very old and wouldn't be able to cope with power change overs unfortunatelyWas nice to see some Class 802s at Piccadilly today on the Piccadilly - Newcastle circuit.
How come they do not operate in electric mode between Piccadilly - Guide Bridge (towards Stalybridge)? Is it due to the infrastructure, or is there no point as it's a short bit of electrified line?
Hopefully the Guide Bridge - Stalybridge section is part of the TRU also.
TPE don't do power changeovers on the move currently (quite aside from the capability, or otherwise, of the wiring to withstand moving pantographs being raised). Nothing stopping the pan from being raised whilst at Piccadilly but it would be a bit pointless as most of the turnarounds are only 20-25 mins and the diesel engines need to be restarted in time for departure.Was nice to see some Class 802s at Piccadilly today on the Piccadilly - Newcastle circuit.
How come they do not operate in electric mode between Piccadilly - Guide Bridge (towards Stalybridge)? Is it due to the infrastructure, or is there no point as it's a short bit of electrified line?
Hopefully the Guide Bridge - Stalybridge section is part of the TRU also.
If it was done it would create the odd situation where the Huddersfield-Castleford hourly stopper could/would be electric but everything else much more frequent would still be diesel!
