wrote:

(snip)

In the case of the power supply, there will be a requirement to ensure
that stray traction return currents do not cause corrosion of running
rails, buried services etc; this will require significant work in its
own right. In addition, what is happening to the power system? Does it
transfer to NR ownership or does it remain in the ownership of the
consortium that owns the rest of the LU power supply system? Does it
need upgrading to cope with longer, heavier and more frequent trains?
If nothing else, new substations and feeder cables will be required on
the northern extension; the additional loadings resulting from this
may require upgrading of the power supply elsewhere, and possible
negotiations with the public electricity suppliers.

I understand that the existing power supply needs to be significantly
upgraded/uprated, but I don't know the details.

Nor do I know the details of whom will be responsible for provide the
power supply. However, the power supply won't be transferring to
Network Rail ownership, for the simple reason that the line isn't
transferring to Network Rail ownership.

Legally speaking I understand the infrastructure controller and owner
of the existing line plus the new northern extension up to Dalston
will be London Underground Limited (LUL). However in practice it will
be the responsibility of TfL's London Rail division, who will in turn
have to appoint maintenance contractor(s) and make some arrangements
for day-to-day operation of the running line (signalling, power etc).
They could of course bring in Network Rail as a contractor to do some
of these tasks.

The situation would thus appear to leave the possibility that EDF
Powerlink (the consortium of EDF, ABB and Balfour Beatty that provides
LUL with its electricity) will continue to provide the power for at
least the existing part of the ELL. Indeed LUL might be contractually
obliged, under the PFI deal, to continue taking electricity from EDF
Powerlink for the existing section at least.


Then there is resignalling; I presume the line will be resignalled to
NR standards to achieve compatibility with the lines to its north and
south and to avoid the 378s having to be fitted with LUL train stops
as well as TPWS. Does anyone know what has been specified for the
signalling?

Full National Rail standard signalling. All LUL signalling, including
train stops, will be no more.


Finally, a new flyover is to be built at New Cross Gate to allow
northbound trains from the Brighton Line to gain access to the ELL.
This will require significant works in its own right.

And these works have been commencing apace for some while. The mound
of earth that will form the ramp on the east side is already in
existence (though not finished) whilst on the west side of the line
there is a works site and preparatory work is ongoing, having cleared
the site of much detritus (including a rotting old railway wagon).