59CosG95
Established Member
Apologies if this has been discussed before, but given that electrification is now in operation as far as Didcot Parkway and is due to reach Wales by the end of the year, would anyone say there is potential to convert some freight services over to electric traction?
I've got a few ideas for some which could involve minimal changes to the existing wiring scheme.
*digs crayons out*
GBRf
In Wales, Pengam Reception Sidings would seem like an obvious contender for wired freight; mindful that most (if not all) of GBRf's services using Pengam run between there and Acton Yard, a conversion to electric haulage between London & Wales could be feasible.
Some services could make use of electric haulage for longer distances - 6V78 from Tilbury I.R.F.T. to Trostre Works could potentially use wires all the way from Essex, as long as the approach roads into to Tilbury terminal were electrified. (GBRf's MD once said he was quite keen on FOC investment into electrification oddments, such as Felixstowe-Ipswich, that would be more liable to recieve private funding that state funding.)
DRS
Not really much to speak of traffic-wise; the Daventry-Wentloog liners use such a small amount of electrified track at each end there's little/no point in converting it to AC traction at this stage.
Freightliner
Some more potential conversion to AC haulage; the Felixstowe-Bristol (Parson Street Terminal) container trains could receive electric operation between Ipswich and Bristol Parkway if the FHH sidings at Stoke Gifford (adjacent to Parkway) were electrified. Diesel locos would carry on to Parson Street, unless FL go the whole hog and get wires all the way to the terminal - this would probably happen when (and if) the final OLE layout for Temple Meads is sorted.
Colas
Most of their traffic along this axis uses so little electrified track that no case exists for conversion of services at this stage.
DB Cargo
Some of DB's services along the GW corridor, such as the Severnside "bin-liner" traffic and the "jumbo" aggregates train that ran in September (with 2 66s up front) could go over to electric traction if some terminals/sidings between London & Cardiff were wired. Acton Yard would be an obvious contender, along with Cardiff Tidal Yard (and possibly Margam Yard); electrifying these would allow more electric locomotives to haul DBC trains along most of the route, saving diesel for the Third Rail sections and unelectrified sections beyond Acton/Cardiff. (Margam is included solely for the unlikely eventuality that Grayling sees sense, and allows wires to continue to Swansea)
*puts crayons away*
Thoughts?
I've got a few ideas for some which could involve minimal changes to the existing wiring scheme.
*digs crayons out*
GBRf
In Wales, Pengam Reception Sidings would seem like an obvious contender for wired freight; mindful that most (if not all) of GBRf's services using Pengam run between there and Acton Yard, a conversion to electric haulage between London & Wales could be feasible.
Some services could make use of electric haulage for longer distances - 6V78 from Tilbury I.R.F.T. to Trostre Works could potentially use wires all the way from Essex, as long as the approach roads into to Tilbury terminal were electrified. (GBRf's MD once said he was quite keen on FOC investment into electrification oddments, such as Felixstowe-Ipswich, that would be more liable to recieve private funding that state funding.)
DRS
Not really much to speak of traffic-wise; the Daventry-Wentloog liners use such a small amount of electrified track at each end there's little/no point in converting it to AC traction at this stage.
Freightliner
Some more potential conversion to AC haulage; the Felixstowe-Bristol (Parson Street Terminal) container trains could receive electric operation between Ipswich and Bristol Parkway if the FHH sidings at Stoke Gifford (adjacent to Parkway) were electrified. Diesel locos would carry on to Parson Street, unless FL go the whole hog and get wires all the way to the terminal - this would probably happen when (and if) the final OLE layout for Temple Meads is sorted.
Colas
Most of their traffic along this axis uses so little electrified track that no case exists for conversion of services at this stage.
DB Cargo
Some of DB's services along the GW corridor, such as the Severnside "bin-liner" traffic and the "jumbo" aggregates train that ran in September (with 2 66s up front) could go over to electric traction if some terminals/sidings between London & Cardiff were wired. Acton Yard would be an obvious contender, along with Cardiff Tidal Yard (and possibly Margam Yard); electrifying these would allow more electric locomotives to haul DBC trains along most of the route, saving diesel for the Third Rail sections and unelectrified sections beyond Acton/Cardiff. (Margam is included solely for the unlikely eventuality that Grayling sees sense, and allows wires to continue to Swansea)
*puts crayons away*
Thoughts?
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