The solution to this (as antiquated as it is) is quite simple really...
1) Temporarily install 3rd rail in the interim to allow dual voltage trains to run.
I'd like to see some sort of a comparison or show down of the pro's / con's to both 3rd rail and overhead. I'm fairly certain than overhead costs a shed load more money and end up being less reliable (cable breaks, maintenance costs etc.)
How long do you think it would take to install 3rd rail? It can't be done overnight. And the big cost is the substations - many more of which are needed for a low-voltage system because transmission losses (i.e heat given off by a given length of the cable or rail) are inversely proportional to the voltage squared. Not to mention the unpopularity of 3rd rail with the HSE, for obvious reasons.
The BBC continue to use images of trains that aren't really right too, in their article we see a Northern Spirit train (who last operated trains in ~2000).
Not only that, but the caption suggests it is a Liverpool - Newcastle train, which it isn't. I don't think Pacers have ever been used on that route (their 75mph top speed couldn't maintain the schedule), and in any case it's on the wrong bridge.
Those Aventras will be at least 15 years old by the time XR2 is built.
Why would they be mothballed? Between now and the opening of Crossrail 2, they'd be operating South Western Metro services (+ Reading and a few other destinations) with a high capacity interior design.
Sorry, I was confusing them with the not-yet-in-service 707s that the Aventras will be replacing in a year or so. You're right. If they're suitable for tunnel operation (and as they are similar to the 345s I don't see why not), the fleet could be repurposed for XR2. But then the Reading, Windsor and other lines using the Aventras would need new trains instead.
The north/south comparison between XR2 and northern hub / Sheffield/ etc electrification is more complex than the politicians would like to paint it. Electrification on its own does not significantly improve capacity, and has a marginal effect on speed. If capacity improvements are needed the first thing to do is make the trains longer. This is perfectly possible in most parts of the country, where 2-car trains are common, and most platforms are longer than that. But in London, most trains are already as long as the platforms will take, and extending them further (as is about to happen at Waterloo) hugely disruptive.
Secondly, improving frequency. Again physically possible on many lines outside the SE if the demand is there. Again not possible in London. Electrification can help here, with faster acceleration.
The last resort is building new lines.
So, undoubtedly the lines in the North need improvement - in particular new trains. Whether those trains have to be electric is debatable.
(And there are advantages to trains having installed power, as we see every time the knitting blows away on the ECML and the diesel IC125s can soldier on while the electric IC225s all grind to a halt)
(although I have to wonder if they could get away with simply using some more of the Aventras that have been ordered for the new South Western Franchise, which could save some money (somewhere around the billion mark?))
Those Aventras will be at least 15 years old by the time XR2 is built. No leasing company could afford to hold stock off-lease for that long.
And can you imagine if Crossrail 1 were to be launched later this year with Junipers (Class 458s) that had been mothballed since 1999?
There I was at Waterloo on Epson Races day and loads of top hatted chaps were getting increasingly irate as they had to queue for tickets to get trains to the races. imagine how much time/cost/inconvenience could be saved if all of these passengers could have just tapped their way to Epson
You can use Oyster to get to Epsom races. Although Epsom station itself doesn't have Oyster, both stations serving the racecourse (Tattenham Corner and Epsom Downs) are Oysterised. Both stations are served by Southern, not SWT.
If you saw people at Waterloo going to the races, they were probably going to Ascot, which is a long way outside the Oyster area. (SWT doesn't even accept Oyster at Kempton Park!)
If the line is not ready is there scope for the new units to be temporarily redeployed? -.
I assume so, since the units will also be used on the Wat-Eus line. An ac-only variant (with different seating arrangements - think of S7 vs S8) will also be used on the Enfield, Chingford and Emerson Park lines. Provided there are no issues with clearances for the shoegear, they could be used there as well. And if the Goblin isn't ready, the schedule could be shuffled to build its units last.
the full Shefield scheme being completed by 1949 as per the pre-war designs.
Shenfield, I think you meant. Sheffield - Manchester was completed in 1954 - the new Woodhead Tunnel (necessary because overhead cables wouldn't fit in the old single-track bores) being the main cause of delay.
One of the results of the change of supply system from ac to dc was the oversized white-elephant of Reddish depot in Manchester - built for a much larger dc loco fleet than ever materialised.
I have a vague memory that the first incarnation of electrification on this line was at a lower voltage than what is usual now, as the engineers were worried about the clearance of the OHL at over bridges. Can better informed people confirm?
Off the top of my head, it started at 1500V in '49, then whent up tp 6.25KV, then 25KV as now.Others with better knowledge will help?
That's right. The Shenfield and Southend Victoria liens were originally electrified at the then standard 1500V dc. When 25kV ac became the standard, there were concerns about clearances so some stretches were converted to a lower 6.25kV ac instead. Most Eastern Region units were fitted with extra switchgear to switch an extra 4-to-1 transformer in and out as required.
You don't enter the station to go over the bridge, so it may be the council's responsibility.
That would be unusual - most bridges (over or under) are owned by the railway - which means, somewhat unfairly, that they are responsible for strengthening work on overbridges to carry heavier lorries. The local council are probably involved because any modification on a listed structure requires planning permission, and/or because it is a public highway. (Although it spans the platforms, it is outside the barrier line and quite separate from the station subway) firstname.lastname@example.org,-0.2852696,3a,75y,170.03h,86.25t/data=!3m6!1e1!3m4!1sAq3DGJNdSmoAAAQJOHMFYw!2e0!7i13312!8i6656 email@example.com,-0.2848269,3a,75y,356.09h,85.4t/data=!3m6!1e1!3m4!1sZgWUvy_co-kU_GSLs5DNEA!2e0!7i13312!8i6656
Fifty years later and Chelsea is equally vociferous in NOT wanting a station there.
"We can't have these football johnnies despoiling the heighbourhood" Ironically when Ken Bates took over Chelsea FC he enquired about re-opening the station, on the premise that the away supporters wouldn't have to travel via Central London. I do remember reading many years ago quite a comprhensive study was carried out, especially as to where the supporters trains would be parked up during the match.
The proposed XR2 station on the Kings Road in Chelsea would be over a mile from the Stamford Bridge football ground (which is actually in Fulham - the West London Line which forms the boundary runs alongside the stadium). There was a station (Chelsea & Fulham Road) until 1940, but proposals to reopen it were not taken up and Chelsea fans have to use Fulham Broadway (whereas the nearest station to Fulham Football Club's ground is Putney Bridge)
And for those of you who don't know 'Passport to Pimlico' was filmed in Lambeth. On Lambeth Road opposite Hercules Road, there is a council estate. That was the location when it was a bomb site. Check out 'Reel Streets' web page as well
Quite coincidentally, Pimlico Plumbers have their headquaters there now.
No more Gear Changing sounds of the GTO Thyristors used in trains of that era from approximately 1989 to 1996, whereby the train moving off generated a gear changing noise, especially noticeable on the networkers of that era.
Gear changing sounds 🤔 You mean the clicking 🙄
The way the motor pitch rises steadily and then drops suddenly, a cycle repeated three or four times in the first few seconds as it moves off, as heard on the 465/9 at the beginning of this clip. Sounds just like a mechanical transmission changing rapidly up through the gears. (Some 465 versions now have new traction packages which don't do this - the clip demonstrates the differnce)
1996 stock does it too, but I couldn't find a good recording of one.