Crossrail electrification
 

Given that one crossrail branch heads into woolwich , will the trains
be dual voltage or will they put 25KV overhead on the DC lines there?

B2003

Crossrail electrification
 

On Oct 31, 4:37 pm, Boltar wrote:
Given that one crossrail branch heads into woolwich , will the trains
be dual voltage or will they put 25KV overhead on the DC lines there?

B2003


It'll use entirely separate lines, won't it?

Jonn

Crossrail electrification
 

In message .com,
Boltar writes

Given that one crossrail branch heads into woolwich , will the trains
be dual voltage or will they put 25KV overhead on the DC lines there?

No running is planned on the existing line through Woolwich. Crossrail
will run in tunnel under the Royal Arsenal, with a station just north of
the existing Woolwich station. It stays north of the existing railway
until just past Plumstead, and then rises to the surface, running
parallel to the existing line until the terminus at Abbey Wood - which
will become a four-platform station. So the 3rd-rail and overhead
systems stay entirely separate.
--
Paul Terry

Crossrail electrification
 

On 31 Oct, 17:20, Paul Terry wrote:
Given that one crossrail branch heads into woolwich , will the trains
be dual voltage or will they put 25KV overhead on the DC lines there?

No running is planned on the existing line through Woolwich. Crossrail
will run in tunnel under the Royal Arsenal, with a station just north of
the existing Woolwich station. It stays north of the existing railway
until just past Plumstead, and then rises to the surface, running
parallel to the existing line until the terminus at Abbey Wood - which
will become a four-platform station. So the 3rd-rail and overhead
systems stay entirely separate.

This is presumably one of the reasons why the Crossrail extension from
Abbey Wood to Ebbsfleet was rejected.

--
John Band
john at johnband dot org
www.johnband.org

Crossrail electrification
 

On 31 Oct, 17:20, Paul Terry wrote:
No running is planned on the existing line through Woolwich. Crossrail
will run in tunnel under the Royal Arsenal, with a station just north of
the existing Woolwich station. It stays north of the existing railway
until just past Plumstead, and then rises to the surface, running
parallel to the existing line until the terminus at Abbey Wood

That was the original plan, though with a flyover further east to swap
one track over to give cross-platform interchange at Abbey Wood.
Adding Woolwich station moved the portal eastwards, so the plan now is
to have the north track of the existing line cross over the top of the
portal ramp cutting with the Crossrail tracks then rising up between
the two other tracks, again giving cross platform interchange at Abbey
Wood.

U

--
http://londonconnections.blogspot.com/
A blog about transport projects in London

Crossrail electrification
 

On Oct 31, 5:43 pm, John B wrote:
No running is planned on the existing line through Woolwich. Crossrail
will run in tunnel under the Royal Arsenal, with a station just north of
the existing Woolwich station. It stays north of the existing railway
until just past Plumstead, and then rises to the surface, running
parallel to the existing line until the terminus at Abbey Wood - which
will become a four-platform station. So the 3rd-rail and overhead
systems stay entirely separate.

This is presumably one of the reasons why the Crossrail extension from
Abbey Wood to Ebbsfleet was rejected.

IIRC capacity issues between Abbey Wood and Ebbsfleet were given as
the reason for not extending the route. At the time it was muttered
that the cut back was adopted to make the overall scheme affordable.A
cross platform Eurostar to Canary Wharf connection would have been
welcomed by the folks in the big block.

Crossrail electrification
 

Boltar wrote:
Given that one crossrail branch heads into woolwich , will the trains
be dual voltage or will they put 25KV overhead on the DC lines there?

There hasn't been a 25kV EMU built since, probably, the 322s that isn't
dual voltage under the skin. Modern power electronics means that dual
voltage units are completely trivial, basically a question of bolting on
a few shoes, and isntalling version X of the software rather than version Y.

Robin

Crossrail electrification
 

On 1 Nov, 10:29, "R.C. Payne" wrote:
Given that one crossrail branch heads into woolwich , will the trains
be dual voltage or will they put 25KV overhead on the DC lines there?

There hasn't been a 25kV EMU built since, probably, the 322s that isn't
dual voltage under the skin. Modern power electronics means that dual
voltage units are completely trivial, basically a question of bolting on
a few shoes, and isntalling version X of the software rather than version Y.

AIUI, there hasn't been *any* EMU built [for UK rail use, pedantry
fans] since the 322s which isn't dual-voltage under the skin.

However, while all 750V stock is legally required to be easily
convertible to 25kV [see: panto spaces on the 444s and 450s' roofs],
there's no corresponding requirement for 25kV stock.

So (for example) I imagine if you wanted to run 390s on 3rd rail,
although the power electronics could handle it, the new wiring,
finding places to stick the shoes, etc would be something of a
headache...

--
John Band
john at johnband dot org
www.johnband.org

Crossrail electrification
 

John B wrote:
On 1 Nov, 10:29, "R.C. Payne" wrote:
Given that one crossrail branch heads into woolwich , will the trains
be dual voltage or will they put 25KV overhead on the DC lines there?
There hasn't been a 25kV EMU built since, probably, the 322s that isn't
dual voltage under the skin. Modern power electronics means that dual
voltage units are completely trivial, basically a question of bolting on
a few shoes, and isntalling version X of the software rather than version Y.

AIUI, there hasn't been *any* EMU built [for UK rail use, pedantry
fans] since the 322s which isn't dual-voltage under the skin.

However, while all 750V stock is legally required to be easily
convertible to 25kV [see: panto spaces on the 444s and 450s' roofs],
there's no corresponding requirement for 25kV stock.

Who is responsible for this "law"? It seems a little silly to me, given
that units built for the Southern will almost certainly spend their
entire working lives on that system, and if they leave it, will need to
be replaced by something else that can work on that system.

So (for example) I imagine if you wanted to run 390s on 3rd rail,
although the power electronics could handle it, the new wiring,
finding places to stick the shoes, etc would be something of a
headache...

Certainly in the context of Crossrail, the 390s are a red herring, and I
suspect the only reason it would be difficult (apart from DC control
software not existing yet) to make them work on 3rd rail is because the
tilt gear (which has no purpose off the WCML and a few non-Southern
other bits) takes up the space that might otherwise be wanted for shoegear.

With the class 323, which is not a current design, asside, everything
else has been built either as a dual voltage unit, or as part of a
standard family that contains members of both sorts.

Robin

Crossrail electrification
 

On 1 Nov, 16:25, "R.C. Payne" wrote:
AIUI, there hasn't been *any* EMU built [for UK rail use, pedantry
fans] since the 322s which isn't dual-voltage under the skin.

However, while all 750V stock is legally required to be easily
convertible to 25kV [see: panto spaces on the 444s and 450s' roofs],
there's no corresponding requirement for 25kV stock.

Who is responsible for this "law"? It seems a little silly to me, given
that units built for the Southern will almost certainly spend their
entire working lives on that system, and if they leave it, will need to
be replaced by something else that can work on that system.

Haven't got a cite to be honest - it's something I've picked up here
and from the Wiki (so it might be rubbish - but it is certainly true
that all DC EMUs post-465s are readily AC-able).

And It's already proven useful in the case of 350s (albeit that this
happened before they went into service) and 365s, not to mention
whatever's about to happen with the Electrostar reshuffles.

Certainly in the context of Crossrail, the 390s are a red herring, and I
suspect the only reason it would be difficult (apart from DC control
software not existing yet) to make them work on 3rd rail is because the
tilt gear (which has no purpose off the WCML and a few non-Southern
other bits) takes up the space that might otherwise be wanted for shoegear.

With the class 323, which is not a current design, asside, everything
else has been built either as a dual voltage unit, or as part of a
standard family that contains members of both sorts.

Obviously the 390s aren't going to be used for Crossrail, and agreed
100% that all new /suburban/ EMUs post-323s are readily AC/DC-able.

--
John Band
john at johnband dot org
www.johnband.org