Don't shoot the messenger please. I am just quoting almost verbatim what the Modern Railways article stated. I struggled to see also. But will have another look to see if I am missing something obvious. It stated diversionary - not electrified diversionary.
Apologies, i didn't mean it to come across that way. I'm genuinely curious. Perhaps they mean that with RS3 being on a four-track section, you can divert traffic onto the slows when wiring the fasts and vice versa?
Oh right, I didn’t think it meant it would be a high priority before RS2.
I am assuming, yes, it is something like that - or get the more difficult bit out of the way first. I don't care as long as it gets done!!
But it seems like an easy to do electrification that can easily be added onto a much bigger scheme. Batteries are a solution to a problem that shouldn't exist.
But then you have the likes of Largs, Wemyss Bay and North Berwick, which like Matlock receive 1 train per hour, are single track and were tagged onto a larger electrification project to enable more use of electrification on a principle route. In more recent times there is the now shelved Cardiff to Swansea electrification which was only immediately going to be used by one IET per hour.
If current performance of commmercial road vehicle batteries is anything to go by, degradation is graceful and predictable. Also lower capacity is not a cliff edge, typically 10% after 500 full cycles. On-board battery charge management (particularly in a bi-mode OLE/battery operation) is unlikely to regularly push the battery to full charge or near full discharge, given that power/range allowance must also be made fo winter/summer differences. Thus useful operational life of the batteries is likely to be compatible with established maintenance and overhaul practice.
www.networkrailmediacentre.co.uk
Looks like some fuzzy thinking here. Train maintenance costs will no doubt vary depending on how much the diesel mode is used, but the track doesn't care. Those costs only reduce if a lighter train reduces wear and tear, so I wonder if they are getting confused between a bi-mode operating on electric and a pure EMU.
www.railforums.co.uk
Somewhat surprised to see the Market Harborough to Wigston start now compared to the trans Pennine electrification between Leeds and Church Fenton (though that has to have a lot of work done).Work begins to electrify the next phase of the Midland Main Line between London and Leicester
The first drills have broken ground to launch the next phase of electrification along the Midland Main Line between London and Wigston, Leicestershire.
As part of the Midland Main Line electrification, Network Rail will start to drive steel columns as deep as seven metres into the ground to lay the foundations for the overhead line equipment needed to power electric and bi-mode trains in the future.
The multi-million-pound programme supports the Government’s ambitions for decarbonisation and aims to deliver a greener, more reliable railway to connect passengers right the way between London and Sheffield, via Nottingham and Derby.
The route between London and Corby has already been upgraded and electrified in 2021. This next phase of major work will see a 12-mile section between Market Harborough and Wigston brought up to speed to eventually connect the entire route
Bear in mind that it is possibly a "major" phase if its completed and "minor" phase if it is shelved !.
Certainly!
Thanks for posting further updates been great to follow progress with a build out of a FS site
Indeed, seeing the work that's been involved with this it's very apparent why FS are not cheap.
Good to see that the lineside eqipment seems to be been built far enough back to allow a southbound passing loop on the old alignment, if one were ever needed.
I expect any space for a loop is entirely coincidental, and instead they're maintaining the road vehicle access track. The signal gantry is in a very awkward position for a loop, for instance.
The national grid aspects of the work, including the alterations to the main pylons, have also been very interesting to me. That’s more usually happening well away from the railway so gets very little coverage.
Accessible kissing gates are easily obtainable and can be installed by gangs of retirees! ( I've done several)
www.networkrailmediacentre.co.uk
Press release on work to the platform canopies at Chesterfield station. Electrification compatibility not mentioned. I hope it has been checked for.
Chesterfield station's platform canopies shown some 'TLC'
This week, work is underway to fully refurbish Chesterfield station’s platform canopies and revitalise the station for the thousands of passengers who use it each year.
Theoretically Ratcliffe will be shut by 2024 but who knows if they keep it going beyond then but as imports come across from Immingham would be diesel anyhow. East Midlands Gateway certainly should be wired but hasn't been a policy to enable electric haulage of freight as nothing is electrically hauled in the Western but lets hope the likes of GBR and ROG with their new build electro diesels forces a change.
www.networkrailmediacentre.co.uk
www.google.co.uk
