'Rolling program of Electrification'

[Spaceflower]

I think what he is trying to say is;
"I would put the electrification and speed increases of the MML as a priority above any other line and then increase linespeed on the GEML".

think you're trying to say that electrification and speed increase of the MML should come first, and then increase the speed of the Great Eastern

You shouldn't put a comma before 'and'.

 

[scb201]

It's actually called the oxford coma, and not technically wrong. Sorry couldn't resist.

 

[me123]

The Oxford Coma?

 

[scb201]

oops, really let my argument down there... comma

 

[GNERman]

I think that the Leeds-York route should be electrified because this would bring in more services. This could allow Skipton-York services with 333's and this would work well as the Aire Valley is currently stopped at Leeds apart from the daily SKipton-London service. This could also allow NXEC to run more services north of Leeds to Edinburgh or Glasgow. The only daily NXEC train north of Leeds is the 7.10 train to Aberdeen and the only reason for that is to get an extra HST to Aberdeen.
Thsi should also lead to the electrification of the line to Liverpool. This would mean that the Newcastle-Liverpool TPE service could be all electric and possible electrification to Scarboroughfor all electric east of Manchester. Just one quaestion though-Can electric trains run from Manchester Airport to Edinburgh/Glasgow and if yes why isn't this happening?
Another electrification scheme I can think of would be Skipton-Lancaster as this lead to an extra electrified East-West Coast electrified route. This could also allow extra services to Carlisle and Glasgow and an extra diversion

 

[me123]

AFAIK, there aren't any lines between Preston and Manchester which are electrified. Certainly, the normal route isn't, and it isn't via Wigan either. The big one with diesel trains running under wires is Glasgow/Edinburgh-Birmingham, mostly because it used to be part of the CrossCountry route.

As you say, one of the big flaws in the rail network, IMO, is the Glasgow services. Not many down the East and very few to Leeds, Sheffield, even Manchester(!). I think there'd be a market for a few more services to, say, Leeds via Carlisle and Settle, (which could continue daily to Hull to connect with the ferries). Summer services to Blackpool are easy with a reversal at Preston. TPE could run to Sheffield by extending Manchester services.

Just a few suggestions; of course I'm not suggesting an hourly Glasgow-Leeds shuttle, but i think some services would be both useful and profitable.

 

[Waverley125]

I don't see any reason why Northern couldn't extend the 6 trains a day over the S&C into Glasgow Central, calling at Lockerbie, Carstairs and Motherwell. Leeds-Nottingham is another missing service which would run via Wakefield, Rotherham, Sheffield & the MML.

Electrifying around leeds would be a very good idea, including the Huddersfield, Harrogate and Caldervale lines (only to Huddersfield via Halifax & Brighouse in the case of the latter). This could free up space at leeds by running through services to Harrogate, Skipton & Bradford more frequently.

 

[Bayum]

The idea of running more services north of Leeds though - isn't it already quite congested there anyways??

So with more trains, it would be a lot more congested.

Electrification of the Harrogate Line would be a good idea, but I dont see the reasoning in electrifying the Halifax line, and plus - trains would have to come over the tracks into Leeds, to reverse out of Leeds to get to Halifax (from Bradford) and vice versa, causing more congestion

 

[Waverley125]

no. Trains from Halifax reverse at Bradford interchage on the Caldervale. Electrifying this & down to Huddersfield via Briggate would create a 'Huddersfield loop'. The Hambleton curve is congested and it needs expansion to 4 tracks all the way from leeds city centre.

 

[Proud Salopian]

With the price of oil now below $50 a barrel don't be surprised if the push for electrification dissipates again...

 

[GB]

A better idea would be to wire up the Felixstowe branch for freight to remove the need for traction changeovers at Ipswich. Wiring up from Haughley Junction (GEML) to Peterborough might be an idea to allow electrically hauled freight to hit the ECML without having to go into London, but the available options for diversions on XC passenger services would almost completely preclude electrically operated services.

I think the push should really be for electrically hauled freight services and extensions to existing schemes. It strikes me that the MML and GWML are prime candidates for further electrification, as is the Felixstowe branch (even if only for freight). The Hull branch also seems like a good option.

That will never happen as its not practical. There is no way you can have OHL into a terminal such as Felixstowe and there is zero room to facilitate any kind of loco swaps there.

I do agree though that the Ipswich-Bury-Peterborough line should be considered for electrification.
--- old post above --- --- new post below ---

I gotta say the OHLE south of chelmsford as vintage and charming as it is really needs replacing seen as though it is converted DC OHLE.

There is already a scheme in place for that and was started I think last year when LST was closed for just over a week.

 

[Max]

I don't see any reason why Northern couldn't extend the 6 trains a day over the S&C into Glasgow Central, calling at Lockerbie, Carstairs and Motherwell.

Some used to extend to Glasgow when Northern was part of Arriva Trains Northern. However, it was pulled because Virgin complained about possible conflicts with it's own service and the potential for poorer reliability on the part of 156s/158s, which could negatively impact on express trains.

 

[class 313]

With the price of oil now below $50 a barrel don't be surprised if the push for electrification dissipates again...

Prices won't stay that low for long, believe me.

 

[Bill EWS]

I don't underdstand the comments about not having OHL into a terminal such as Felixstow! There has been numerous schemes where OHL runs into a site but with a diesel shunter hauling the train to it's terminal point. the wires don't have to go right up to the boats.

There was also DC OHL used on the southern, near Hither Green, where the third rail wasn't allowed to go into the goods sidings. Never say NO!

 

[Waverley125]

article in RAIL magazine said that a lot of freight operators can't be bothered with the hassle of uncoupling an electric loco and putting a diesel one on the front at both ends, so will just use a diesel locomotive all the way through. Felixstowe, Grangemouth etc. all need to be fully wired before EWS, Freightliner etc. will start making full use of the available electric locos.

 

[87015]

article in RAIL magazine said that a lot of freight operators can't be bothered with the hassle of uncoupling an electric loco and putting a diesel one on the front at both ends, so will just use a diesel locomotive all the way through. Felixstowe, Grangemouth etc. all need to be fully wired before EWS, Freightliner etc. will start making full use of the available electric locos.

Which can never happen - exactly how are you going to electrify a freightliner terminal, MGR loading point of whatever?

 

[Phoenix]

Which can never happen - exactly how are you going to electrify a freightliner terminal, MGR loading point of whatever?

We could look at a new electro diesel design just as a half baked idea.