The Anonymous Widower

Extending The Elizabeth Line – Connecting Great Eastern Main Line Services To The Central Tunnel

If say it was ever needed to run a train between Ipswich or Southend Victoria stations and the Central Tunnel of the Elizabeth Line, three things must be possible.

Trains Would Have To Be Compatible With The Central Tunnel Of The Elizabeth Line

As any train would have to be compatible with the platform-edge doors in the central tunnel of the Elizabeth Line, the trains would have to be dimensionally identical to the current Class 345 trains.

  • Nine cars
  • Possibility of lengthening to ten cars.
  • 204.73 metres long.
  • 6 sets of doors per carriage
  • Ability to run under full digital signalling.

I covered this in detail in Extending The Elizabeth Line – High Speed Trains On The Elizabeth Line.

Trains Would Need A 100 mph Capability To Travel On The Fast Lines Of The Great Eastern Main Line

They would be designed for a higher speed of at least 100 mph, to enable running on the fast lines.

The faster running would ease scheduling of the trains.

Effectively, the train would be a Class 345 train with more features and considerably more grunt.

Trains Must Be Able To Connect Between The Fast Lines And The Central Tunnel Of The Elizabeth Line At Stratford

This map from cartometro.com shows the track layout at Stratford.

Note.

  1. The Elizabeth Line is shown in black and purple.
  2. The Elizabeth Line to Shenfield goes through Platform 8 at Stratford station and Platform 2 at Maryland station.
  3. The Great Eastern Main Line to Shenfield goes through Platform 10 at Stratford station and Platform 4 at Maryland station.
  4. The Stratford country end crossovers allow a train using the Elizabeth Line Central Tunnel to go through Platform 8 at Stratford station and Platform 4 at Maryland station before continuing on the Great Eastern Main Line.
  5. The Elizabeth Line to Central London goes through Platform 1 at Maryland station and Platform 5 at Stratford station.
  6. The Great Eastern Main Line to Central London goes through Platform 3 at Maryland station and Platform 9 at Stratford station.
  7. The Stratford country end crossovers allow a train using the Great Eastern Main Line to go through Platform 3 at Maryland station and Platform 3 at Stratford station before continuing through the Elizabeth Line Central Tunnel.

I am fairly sure that the track layout at Stratford allows trains to go both ways between Great Eastern Main Line and the Elizabeth Line Central Tunnel.

September 3, 2022 Posted by | Transport/Travel | , , , , | 2 Comments

Extending The Elizabeth Line – Connecting Great Western Main Line Services To The Central Tunnel

If say it was ever needed to run a train between Oxford or Swindon stations and the Central Tunnel of the Elizabeth Line, three things must be possible.

Trains Would Have To Be Compatible With The Central Tunnel Of The Elizabeth Line

As any train would have to be compatible with the platform-edge doors in the central tunnel of the Elizabeth Line, the trains would have to be dimensionally identical to the current Class 345 trains.

  • Nine cars
  • Possibility of lengthening to ten cars.
  • 204.73 metres long.
  • 6 sets of doors per carriage
  • Ability to run under full digital signalling.

I covered this in detail in Extending The Elizabeth Line – High Speed Trains On The Elizabeth Line.

Trains Would Need A 125 mph Capability To Travel On The Fast Lines Of The Great Western Main Line

They would be designed for a higher speed of at least 110 or 125 mph, to enable running on the fast lines.

The faster running would ease scheduling of the trains.

Effectively, the train would be a Class 345 train with more features and considerably more grunt.

Trains Must Be Able To Connect Between The Fast Lines And The Central Tunnel Of The Elizabeth Line At Royal Oak

This map from cartometro.com shows the track layout at Royal Oak.

Note.

  1. The Elizabeth Line is shown in purple.
  2. Great Western Railway (GWR)  tracks are shown in black.
  3. Where the Elizabeth Line shares the tracks with GWR services the tracks are shown in black and purple.

This map shows an enlargement of Kensal Green East Junction in the North-West corner of the previous map.

Note.

  1. The top pair of lines lead to the Elizabeth Line Depot at Old Oak Common.
  2. the pair of lines that are shown in black and purple handle Elizabeth Line and GWR local services.
  3. The pair of black lines are the Great Western Main Line.
  4. North Pole Depot is used by GWR for their Hitachi trains.

 

This map shows an enlargement between Ladbroke Grove Junction and Royal Oak.

Note.

  1. In the South-East corner of the map is Subway junction, which appears to have two crossovers for maximum flexibility.
  2. To the East of Subway junction the curved line indicates the Royal Oak Portal of the Elizabeth Line Central Tunnel.
  3. To the West of Subway junction, there is Paddington New Yard, where there is five tracks labelled CRL Eastbound, Turnback C, Turnback B, Turnback A and CRL Westbound from North to South.
  4. Turnback C, Turnback B and Turnback A are the three turnback sidings, where trains are turned back East through the Elizabeth Line Central Tunnel.
  5. CRL Eastbound and CRL Westbound can be followed across the map to the black and purple lines of the Elizabeth Line to the West of Ladbroke Grove junction.
  6. At present the Western section of the Elizabeth Line terminates in Paddington station. Crossovers at Portobello junction appear to connect the Western section of the Elizabeth Line into Paddington station.
  7. More crossovers also appear to connect the Great Western Main Line to the CRL Eastbound and CRL Westbound through Paddington New Yard.

I am fairly sure that the track layout at Royal Oak allows trains to go both ways between Great Western Main Line and the Elizabeth Line Central Tunnel.

September 3, 2022 Posted by | Transport/Travel | , , , , , , | 8 Comments

Pumped Storage Development In Scotland

The title of this post, is the same as that of this article on International Water Power & Dam Construction.

It describes and gives the current status of the two large pumped storage hydroelectric schemes under development in Scotland.

The 1.5 GW/30 GWh scheme at Coire Glass, that is promoted by SSE.

The  Cruachan 2 scheme, that is promoted by Drax, that will upgrade Cruachan power station to 1.04 GW/7.2 GWh.

Note.

  1. Construction of both schemes could start in 2024, with completion in 2030.
  2. Both, SSE and Drax talk of a substantial uplift in employment during the construction.
  3. Both companies say that updated government legislation is needed for schemes like these.

The article is very much a must-read.

Conclusion

Welcome as these schemes are, given the dates talked about, it looks like we will need some other energy storage to bridge the gap until Coire Glas and Cruachan 2 are built.

Will Highview Power step forward with a fleet of their 2.5 GW/30 GWh CRYOBatteries, as was proposed by Rupert Pearce in Britain Will Soon Have A Glut Of Cheap Power, And World-Leading Batteries To Store It.

  • The site needed for each CRYOBattery could be smaller than a football pitch.
  • In Could A Highview Power CRYOBattery Use A LNG Tank For Liquid Air Storage?, I came to the conclusion that a single LNG tank could hold a lot of liquid air.
  • The storing and recovery of the energy uses standard turbomachinery from MAN.
  • Highview Power should unveil their first commercial system at Carrington near Manchester this year.

I am sure, that when they get their system working, they could build one in around a year.

September 3, 2022 Posted by | Energy, Energy Storage | , , , , , , , | Leave a comment