MML Electrification

[JamesRowden]

I have already posted this in the 225s to GEML thread.

I have just done some maths to look at the possibility of the MML and the GEML getting new stock and the 91s, mark 4s and 90s being handed over to Cross Country to operate electric spine services with a route being electrified between Sheffield and the ECML early in CP6.

My idea for Cross Country Electric Spine Service Pattern

• Bournemouth - Birmingham - Manchester 5hrs (11 trains)
• Heathrow - Birmingham - Liverpool 3hrs30m (8 trains)
• Southampton - Oxford - Bedford - Sheffield - Newcastle 6hrs (13 trains)

Total: 32 trains in service

I guess that about 35 sets are needed to cover spares.

This means that the 248 mark 4 carraiges could be distributed between services with 7 carraiges per set plus a DVT (some refurbished GEML mark 3 DVTs would be used to account for the lack of mark 4 DVTs).

This allows the locamotives to be distributed:

• 26 91s (Bournemouth - Manchester, Southampton - Newcastle)
• 10 90s (Liverpool-Heathrow)

This solution seems better than transfering the 225s to the MML and/or GEML because it allows trains to be built for the capacity/performance requirements of those lines and allows the 225s to be used on routes where the lack of capacity due to DVTs is not a problem. The extra storage space in DVTs would probably suit those who are using the Cross Country services.

 

[59CosG95]

I agree, the Scottish InterCity and the PenPad (Penzance-Paddington) route may benefit handsomely from Meridians. But I think they'll more likely go to ScotRail then FGW as they have the IEP 800's headed their way...

 

[joeykins82]

Interesting document found when googling

Not sure if updated

http://nearyou.imeche.org/docs/Midl...lloquium-13-05-13-richard-walker.pdf?sfvrsn=0

Really interesting read, especially the confirmation that 4-track to Kettering and dualling to Corby is part of the overall scheme

 

[Kneedown]

With the East Midlands HS2 station being out in the sticks at Toton, then surely the current Derby-Nott's service will need heavily upgrading in frequency and capacity to connect with HS2. Does anyone else think it would be a good idea to electrify the Matlock branch, and also from Derby to Stoke which would only mean just over 40 miles of extra wiring (75miles if you consider the double track parts)
The idea would be to extend the Matlock service to Leicester calling at Toton, Nottingham and Ivanhoe Stations (Lincoln services to terminate at Nottingham) and also extend the Crewe-Derby services to Nottingham, again calling at Toton. The current DMU service would go over to 3 or 4 coach EMU's. That should sort out connectivity with HS2 nicely.

 

[joeykins82]

Well HS2 phase 2 isn't expected until 2033 so I don't think this needs doing as a priority!

 

[The Ham]

I agree, the Scottish InterCity and the PenPad (Penzance-Paddington) route may benefit handsomely from Meridians. But I think they'll more likely go to ScotRail then FGW as they have the IEP 800's headed their way...

The big advantage of using Meridians on the Penzance-Paddington Route is that you could split services providing places like Newquay and Paignton with a direct service to London.

(previously discussed on another thread: http://www.railforums.co.uk/showthread.php?p=1512475#post1512475)

 

[Kneedown]

Well HS2 phase 2 isn't expected until 2033 so I don't think this needs doing as a priority!

Maybe not with regards to HS2 (although i thought it was sooner than 2033) but Sprinters wont last until then, so surely it makes sense to do a few extra miles and get the replacements in for when the 15X's do go pop.

 

[cle]

The big advantage of using Meridians on the Penzance-Paddington Route is that you could split services providing places like Newquay and Paignton with a direct service to London.

(previously discussed on another thread: http://www.railforums.co.uk/showthread.php?p=1512475#post1512475)

Could a 7+4 double-unit set (I think the main Cornwall route would need a long train) - fit at the main stations from Reading to Exeter/Plymouth

 

[The Ham]

Could a 7+4 double-unit set (I think the main Cornwall route would need a long train) - fit at the main stations from Reading to Exeter/Plymouth

I do not know that, but given that 11x23m coaches is 253m whilst a 8+2 HST is about 220m and a 9+2 HST is 243m, it shouldn't be that many platforms which would need lengthen work carried out and/or many stations which may need to have SDO.

 

[59CosG95]

Could a 7+4 double-unit set (I think the main Cornwall route would need a long train) - fit at the main stations from Reading to Exeter/Plymouth

Yes, a 7+4 would work well for a midway split in the summer, with the 4-coach Meridian going to Newquay and the 7-coach one going on to Penzance.

 

[cle]

Yes, a 7+4 would work well for a midway split in the summer, with the 4-coach Meridian going to Newquay and the 7-coach one going on to Penzance.

That was what I was thinking, or the 4 to Paignton.

If it only stopped at Reading, Taunton and Exeter/NA/Plymouth before a split, it should be fine in terms of length.

 

[YorkshireBear]

http://www.railforums.co.uk/showthread.php?t=82929

Extensive thread here discussing 222s to the GW. Add to this one rather than putting it in MML electrification please