On Dec 22, 2:35*pm, Mr Thant
wrote:
On 22 Dec, 13:30, Boltar wrote:

Quote why it needs 3 years to be converted to 3rd rail when the 3rd
rail is already there is anyones guess. Usual lazy british contractors
who take 2 weeks to change a lightbulb no doubt. The extensions to the
line shouldn't effect the bit in the middle so I can't see a good
reason to close it.

As I mentioned recently, the work isn't taking 3 years. London
Underground are being given 3 months to pack up their things and
leave, and it's expected to be ready for test running by June 2009. So
that's a little over one year of construction. Plus their optimistic
projection is currently November 2009, which would make it closed for
less than two years.

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

Bear in mind also that the existing stations (except Canada Water,
which is of recent construction) will require to be upgraded to be DDA
compliant, which at Shadwell, Wapping and Rotherhithe, for example,
will require new lifts and cross-passageways. (Surrey Quays is a
surface station in a cutting, but this will probably require lifts as
there is little space for ramps.) I also suspect that the narrow
platforms at Wapping will have to be widened, which will involve
widening the tunnel - a major civil engineering task in its own right.
In addition, platforms will require to be lengthend, which at
Rotherhithe and Wapping will require opening out the tunnels (the new
class 378s will, I presume, be 20m vehicles whereas the A stock is
noticeably shorter).

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.

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?

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.

As you can see, there is a lot more to it than meets the eye - HTH!