Slightly tongue-in-cheek, they managed it for passengers and freight within six months for less than £100,000 back in 1903. (Still in single digit millions even at current prices.)
There are two single-track bridges in short succession. They were singled some years before the rest of the line to Crediton was under resignalling in the 1980s, and would be expensive to rebuild. The geometry also looks difficult at the junction too if mainline through speed is to be maintained and reconstruction of road overbridge avoided, although the latter might be necessary eventually amyway for electrification so could represent an opportunity. A longer double track section extending from Crediton towards Exeter would probably be more useful however. About a two-mile extension would be possible without having to reinstate the second platform at Newton St Cyres and together with converting the two single lines west of Crediton to Coleford Junction into double could potentially create a dynamic loop of around seven miles including both Crediton and Yeoford stations.
You leave my bridge alone @MarkyT.
Not going to happen. Where exactly do you plan on sticking these batteries?
Hitachi & GWR are shortly due to commence trials of a class 802 unit with I think at least one of the underfloor diesel generator modules replaced by a battery pack. With more OHLE mileage en route, but not everywhere, it might be possible to eliminate all or at least most of the diesels on board.
I wouldn't have thought it would be wise to LOWER the trackbed in that area to obtain electrification clearances! I admit to not knowing much about the structure. Do you know if it's the original, as erected by the Bristol & Exeter?You leave my bridge alone @MarkyT.
Actually I’m sure that I read somewhere that the bridge has some kind of architectural value. Is it some kind of Brunelian elliptical design maybe? Or have I got that wildly wrong?
How? What’s the plan when you get to the South Devon Banks? Batteries won’t save you there, and the engines need to be able to charge the batteries as well as power the train.
I’ve got a feeling that it is. I’m going to have to do a bit of research if I’m going to stake my reputation (and username) on it though.
In the fully developed partial electrification scenario, the majority of a trunk main line would be electrified, especially steep bits like the Devon banks. Batteries could allow short difficult bits like the sea wall section to be omitted however, and lower trafficked extremities and branches with through services from the main line. Another relevant project to watch is the South Wales Metro, where similar techniques are being implemented.
You leave my bridge alone @MarkyT.
Actually I’m sure that I read somewhere that the bridge has some kind of architectural value. Is it some kind of Brunelian elliptical design maybe? Or have I got that wildly wrong?
freyssinet.co.uk
Perhaps it would be a good use for the bridge lifting machine used in this trial from a few years ago?
ElevArch® Masonry Bridge Arch Lift Trial – Moco Farm, Buckinghamshire - FreyssinetUK
ElevArch® Masonry Bridge Lifting Trial Client Network Rail Principal Contractor Freyssinet Limited Funded by Network Rail/DfT/RSSB Works Commenced November 2016 CASE STUDY PDF DOWNLOAD It is estimated that 500 masonry arch bridges in the UK are too low for Network Rail’s electrification...
going branch-cowley-riverside is still going to lock out the up line for a bit.It will also make reopening a line across Dartmoor more feaaible by avoiding the need for full electrification.
It never fails to amaze me why people think battery powered vehicles will struggle up hills. The electric motors don’t know - or care - where the electrons come from. The train will sail up the banks easily, just as Teslas sail up Stelvio.
As Roger Ford explains in this months Modern Railways, one Class 800 power pack weighs 8 tonnes of MTU engine, alternator, cooling system, fuel tank and exhaust after treatment. A battery pack weighing that much will have a capacity of around 1 MWh. That provides enough juice to power the whole train at full power for about half an hour. That would get you up Drumochter, let alone Dainton. More realistically, it will get trains into and out of stations with the engines off, and boost the power when accelerating at higher speeds (or up the banks) to help reduce journey times.
I know some forum members like to make a little fun of me talking abut battery trains, but this is happening, and will be running on the main line in three years.
Why is this relevant here? Because it could dramatically alter the cost / benefit of decarbonising the line from Bristol / Newbury to Penzance, which I estimate would provide much better environmental benefit than reopening a line across Dartmoor.
I don't think wires will ever reach this line as battery tech will lead on quieter routes like this. Maybe isolated charge up lengths but not the whole route.I’ve got a feeling that it is. I’m going to have to do a bit of research if I’m going to stake my reputation (and username) on it though.
I’ll get back to you on it. Give me a couple of days.
Plus isn't it only double track between the two stations so putting in 4 tracks at Central doesn't seem worthwhile as you just move the bottleneck if there is one from Exeter Central to the line between there and Exeter St David's.
Nothing stopping later infill if the freight traffic justifies it. Even then you would not need to wire most of Bristol Temple Meads for example.
Very interesting. Have you a source for this proposal? Uncle Roger only mentions the immediate proposals as per Bald Rick above.
Source is from inside my head
Just trying to see where the future is going to bring costs down - a couple of km of wiring on the main line & something like that could handle the Fowey clay traffic all day. If the battery trials for the 800s work I guess you could cut the cost of wiring to down here by at least half, presumably more if you can get it fine grained enough to be dodging bridges.
