Are there going to be any of those in 2024?No need, after a brief dalliance with the LDs Harrogate is once again a fairly safe Tory seat!
Are there going to be any of those in 2024?No need, after a brief dalliance with the LDs Harrogate is once again a fairly safe Tory seat!
I think we need to distinguish between projects to be delivered by Combined authorities and projects delivered by the goverment!And now they have said that none of the projects listed are nailed on, but examples of what might happen if there was any money available. Which there isn't.
I would not say Harrogate is a safe Tory seat in this political climate and LD successes in recent by-elections . As you say, Tories took the seat from the Lib Dems in 2010.No need, after a brief dalliance with the LDs Harrogate is once again a fairly safe Tory seat!
I'm sure it was a joke.Source for that?
Based on current costs from Midland Mainline reported by some on here (Bald Rick et al), we would be looking at more like £340m, not £150m.The Loop is 86 stkm in length so should only be a fraction of £34billion at around £150M.
I agree that purely rail infrastructure money has been repurposed to road improvement money that should be from road tax money. That one was slipped through.
Interestingly, there were about eight men wearing black polo-tops with Northern logos eating breakfast in the Premier Inn opposite Norwich station one morning in late SeptemberRolling this lot out would reinforce Northern's plan to acquire bi-modes capable of EMU conversion.
TfW will need bi-modes to make sense of the North Wales electrification, as well as EMUs for Holyhead/Llandudno-Manchester/Crewe services.
.
Either way it would still allow 170s to be cascaded which will become more important as the 158s get older. As I doubt lines like the S&C will be suitable for battery bi-modes.Based on current costs from Midland Mainline reported by some on here (Bald Rick et al), we would be looking at more like £340m, not £150m.
Temple meads needs to be wired as a matter of urgency would help GWR as they could run some emus fitted with batteriesPlus considering the state of the works at Temple Meads, electrification surely can't begin for several more years until all that's out of the way.
Either way it would still allow 170s to be cascaded which will become more important as the 158s get older. As I doubt lines like the S&C will be suitable for battery bi-modes.
and freight remains diesel hauled?You can buy a lot of hybrid trains for £300m.
And everywhere is suitable for battery bi modes, so long as there are charging islands of electrification.
You can buy a lot of hybrid trains for £300m.
And everywhere is suitable for battery bi modes, so long as there are charging islands of electrification.
Do you really think its suitable to put 'charging islands of electrification' on the S&C
and hold up services so that they can charge ?
How else are they supposed to charge if the train is moving away from them ?Why would they be held up?
How else are they supposed to charge if the train is moving away from them ?
The purpose of bi-modes is because we haven't wired everything yet.Battery trains can charge directly from OLE or third rail on the move. See the Cardiff Valleys or Merseyrail.
The S&C route is actually electrified for a significant portion of the route.The purpose of bi-modes is because we haven't wired everything yet.
I doubt the S&C will be wired anytime soon!
The difficult bit isnt though.The S&C route is actually electrified for a significant portion of the route.
The Carlisle station approaches are electrified as is the section between Leeds and Skipton.
And of course to Halton Junction as well.Surely it makes absolutly NO SENCE without extension to Warrington and Crewe
I doubt the S&C will be wired anytime soon!
There isn't enough traffic on the S&C to justify electrification. To operate battery bimode trains electrification would have to be extended from Skipton to Blea Moor, benefitting Lancaster trains as well, and towards Appleby from Carlisle. Leeds-Skipton is not a significant portion of the S&C.The S&C route is actually electrified for a significant portion of the route.
The Carlisle station approaches are electrified as is the section between Leeds and Skipton.
It's 45 minutes out of a ~3 hour journey according to the National Rail website. That would suggest that the train has 90+ minutes to charge on the electrified southern portion of the route.There isn't enough traffic on the S&C to justify electrification. To operate battery bimode trains electrification would have to be extended from Skipton to Blea Moor, benefitting Lancaster trains as well, and towards Appleby from Carlisle.
Leeds-Skipton is not a significant portion of the S&C.
Won't make any difference to the line speed. Very seperate things.I think it would be a sensible move to do infill from Crewe-Chester and Chester-Warrington if doing North Wales Coast, plus it might help linespeed on the Crewe spur and build of Tarporley & Beeston station...
Not directly, but supplementary works at the same time would be cost effective?Won't make any difference to the line speed. Very seperate things.
Platforms 5 and 6 have been electrified since 1973/4. Only platform 2 bay isn't wired. Unobtrusive isn't it.+It's 45 minutes out of a ~3 hour journey according to the National Rail website. That would suggest that the train has 90+ minutes to charge on the electrified southern portion of the route.
I'd suggest the cheapest way, by far, to decarbonise operations on the route would be to buy trains with sufficient battery capacity to reliably make Skipton-Carlisle-Skipton on a single charge, then if there is any money available fit a 25kV feed in the bay platforms at Carlisle.
EDIT:
I've found photos of platform 5 and 6 at Carlisle that indicate OLE is already up in the platforms, can anyone confirm? I didn't think to look last time I was there.
If so then the train can top up charge in the turnaround.
If they are funded and deliver a tangible benefit. As it stands there are no plans for either.Not directly, but supplementary works at the same time would be cost effective?
I'm not saying that when considered in the round it's a good value for money scheme as a result, however, it's worth noting that the Wigan - Bolton improvements include some things in the cost not actually related to wiring, such as lifts and platform extensions.Lostock to Wigan, 6.5 miles (20 stkm), taking 3.5 years from authorisation in 09/2021 to expected completion in 06/2025. Absolutely dismal progress.
NR need a new approach to even be given the opportunity to electrify 400 stkm.
Well the train can also charge southbound and during the turnaround to be ready for the next run to Carlisle.Platforms 5 and 6 have been electrified since 1973/4. Only platform 2 bay isn't wired. Unobtrusive isn't it.+
The fastest Leeds-Skipton diesel train takes 36 minutes with 3 intermediate stops. Bimodes on Leeds-Carlisle services will use overheads to Skipton and knock at least 3 minutes off journey times on acceleration alone compared to long legged 170 units. 30 minutes is still long enough to charge battery on bimodes but by how much for 86 miles to Carlisle including a climb to Ais Gill in both directions.