So what's going wrong with the Jubilee line?
Roland Perry wrote:
In message , at 06:14:20 on Tue, 26 Apr 2011, remarked: The nature trail isn't a part of the Cambridge-St Ives scheme. Do you mean that the trackbed had never acquired the status of a nature trail, so apart from cyclists there's no-one that worried about it potentially disappearing? It was still technically an operating railway until 2 August 2003, so it wasn't officially available for walkers or cyclists. Some people did walk on the tidier bits, but some of it was very overgrown - above head height brambles just north of Oakington station, for example. Did any of the stations other than Histon have platforms left? And this idea about relaying the track runs against assertions that a service could be restored easily as long as the old track hadn't been "ripped up". In reality, the old track would have been ripped up (and replaced, even if with some of the old rails) for a railway restoration project. I think Oakington did. I didn't get further than Longstanton when I walked it (in 2001) so don't know any other stations. Theo |
So what's going wrong with the Jubilee line?
On Tue, 26 Apr 2011 22:28:46 +0100
Roland Perry wrote: About here then: http://www.panoramio.com/photo/4580596 Oh dear, more track that we should have stopped people ripping up, so they could run trains on it! That track looks in pretty good condition to me given how long its been out of use. Vegetation is easily removed. B2003 |
So what's going wrong with the Jubilee line?
In message , at 01:36:42 on Wed,
27 Apr 2011, Theo Markettos remarked: The nature trail isn't a part of the Cambridge-St Ives scheme. Do you mean that the trackbed had never acquired the status of a nature trail, so apart from cyclists there's no-one that worried about it potentially disappearing? It was still technically an operating railway until 2 August 2003, so it wasn't officially available for walkers or cyclists. Where was the official end of the line in 2003? The rails were lifted beyond Fen Drayton, and the St Ives bypass was built on top of the St Ives station site (apparently in 1980), the bypass uses the old trackbed towards March. -- Roland Perry |
So what's going wrong with the Jubilee line?
In message , at 10:45:45 on Tue, 26 Apr
2011, d remarked: On Tue, 26 Apr 2011 11:22:27 +0100 Roland Perry wrote: I don't know. What I do know is that modern road bridges and viaducts to me seem to be very over engineered given the total weight they'd ever be expected to carry. Eg , that M1 viaduct that had a fire underneath. That's built to carry three lanes of 40 ton HGVs. Even 3 HGVs only weigh the same as a single locomotive. A rail bridge may have to carry 2 locomotives plus their trains at the same time. Huh? I thought you were arguing that a bridge built for a couple of 14 ton buses would be adequate for two 150 ton trains... and now you are quibbling about a mere couple of hundred tons of loco as well ;) Rail bridges OTOH seem to be somewhat slender in comparison. The busway bridge is pretty slender too. Here's someone's picture of it under construction. http://mw2.google.com/mw-panoramio/p...m/12999233.jpg It would be interesting to see how slender it looks with a few hundred tons of concrete busway on top of it. I'm sure you can find some photos online. The trackbed isn't going to be structural (because it's prefabricated blocks laid down) but you should also compare the size of those beams with the ones under a motorway. coupled with the fact that it would have provided a useful diversion route for the ECML. Single track and non-electrified (ignoring the reverse at Huntingdon for a moment) does not make a very useful diversion. If the line had been re-opened electrifying it would have been the only sensible option unless DMUs were to be run all the way from london or have a DMU shuttle service from cambridge. Actually, the proposal was for "railcars", terminating just west of the Milton Road in Cambridge. The proposers then expected Network Rail's tooth fairy to reopen and electrify the line across the Milton Road (level crossing) and onwards towards Cambridge station, with passengers changing trains to start with. -- Roland Perry |
So what's going wrong with the Jubilee line?
On Wed, 27 Apr 2011 11:25:09 +0100
Roland Perry wrote: Even 3 HGVs only weigh the same as a single locomotive. A rail bridge may have to carry 2 locomotives plus their trains at the same time. Huh? I thought you were arguing that a bridge built for a couple of 14 ton buses would be adequate for two 150 ton trains... and now you are quibbling about a mere couple of hundred tons of loco as well ;) No , I was saying road bridges and viaducts are built far more robustly than you'd expect given the max weight of traffic you'd expect on them at any one time, possibly with a few exceptions such as suspension bridges. Actually, the proposal was for "railcars", terminating just west of the Milton Road in Cambridge. The proposers then expected Network Rail's tooth fairy to reopen and electrify the line across the Milton Road (level crossing) and onwards towards Cambridge station, with passengers changing trains to start with. I have no idea if thats the case. I'd assumed the natural project would be to re-open the route from Cambridge station otherwise whats the point? B2003 |
So what's going wrong with the Jubilee line?
Roland Perry wrote:
Actually, the proposal was for "railcars", terminating just west of the Milton Road in Cambridge. The proposers then expected Network Rail's tooth fairy to reopen and electrify the line across the Milton Road (level crossing) and onwards towards Cambridge station, with passengers changing trains to start with. Roland, please stop spreading FUD. The costings included an electrified spur from Chesterton Junction as far as the east side of Milton Road. http://www.castiron.org.uk/VisionDoc.php http://www.castiron.org.uk/Stage1Bdetail.php (perhaps it's slightly ambiguous from the document, but it was definitely stated at the time) Theo |
So what's going wrong with the Jubilee line?
Roland Perry wrote:
Where was the official end of the line in 2003? The rails were lifted beyond Fen Drayton, and the St Ives bypass was built on top of the St Ives station site (apparently in 1980), the bypass uses the old trackbed towards March. Fen Drayton I think. The last use for it was sand/gravel extraction at the Fen Drayton pits, so that's why it was cut back to there. The line was essentially abandoned since 1992, so I can't see why BRB/Railtrack/NR would have further shortened it without any particular use in mind. Various railway sources refer to it as the Chesterton Jct to Fen Drayton branch too. Apparently Signalling Notice 129 from Nov 1984 refers to the Fen Drayton branch, so it must have been cut back before then. Theo |
So what's going wrong with the Jubilee line?
In message , at 14:43:04 on Wed,
27 Apr 2011, Theo Markettos remarked: Actually, the proposal was for "railcars", terminating just west of the Milton Road in Cambridge. The proposers then expected Network Rail's tooth fairy to reopen and electrify the line across the Milton Road (level crossing) and onwards towards Cambridge station, with passengers changing trains to start with. Roland, please stop spreading FUD. The costings included an electrified spur from Chesterton Junction as far as the east side of Milton Road. http://www.castiron.org.uk/VisionDoc.php http://www.castiron.org.uk/Stage1Bdetail.php (perhaps it's slightly ambiguous from the document, but it was definitely stated at the time) It doesn't seem ambiguous to me (all Network Rail stuff): "CAST.IRON trains will terminate at the west side of Milton Road. Here two new platforms will be constructed, one for CAST.IRON trains and one for Network Rail trains. 4.2. Network Rail Trackway "A new 70mph track will be laid from Chesterton Junction to Milton Road station, running parallel to the CAST.IRON access track. "This new Network Rail track spur will cross Milton Road to reach the new station.... [and] will be overhead electrified. -- Roland Perry |
So what's going wrong with the Jubilee line?
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