On Oct 30, 3:51*pm, E27002 wrote:


On Oct 30, 3:42*am, "Peter Masson" wrote:
Will the tram trains use the existing 25 kV OHLE, or will the line be
re-electrified at 750 V DC?

Those were the questions that came to my mind. *If the system extends
in the street 25 kV would not be an option there. OTOH, IIRC Karlsruhe
has dual voltage units.


There is no need to re-electrify for the sake of it ... tram-trains
such as Siemens Avanto are already capable of 750 1500 3000 15000
25000 V operation of various systems and frequencies, and in dual
voltage forms - 750/25000 V is actually the one in Siemens export
blurb.

I'd also suggest the cost of 750 V DC re-electrification could be as
high as providing a mid point passing loop, then there'd be a need for
full depot provision if single voltage DC. At least a 25 kV tram/train
can still get to Willesden / Bletchley / Northampton / wherever.

A novel solution would be to a two track covered car-shed that *is*
the passing loop i.e. build loop under a shed. All trams work in day,
spare if any can sit at Watford Jn in a sdg, at night they berth in
the shed, passenger platform - I assume we are keeping high platforms
- cab double as cleabers access.

Now where did I get that idea from .... Volks perhaps )

--
Nick

On Oct 30, 10:24*am, D7666 wrote:
On Oct 30, 3:51*pm, E27002 wrote:

On Oct 30, 3:42*am, "Peter Masson" wrote:
Will the tram trains use the existing 25 kV OHLE, or will the line be
re-electrified at 750 V DC?
Those were the questions that came to my mind. *If the system extends
in the street 25 kV would not be an option there. OTOH, IIRC Karlsruhe
has dual voltage units.

There is no need to re-electrify for the sake of it ... tram-trains
such as Siemens Avanto are already capable of 750 1500 3000 15000
25000 V operation of various systems and frequencies, and in dual
voltage forms - 750/25000 V is actually the one in Siemens export
blurb.

I'd also suggest the cost of 750 V DC re-electrification could be as
high as providing a mid point passing loop, then there'd be a need for
full depot provision if single voltage DC. At least a 25 kV tram/train
can still get to Willesden / Bletchley / Northampton / wherever.

A novel solution would be to a two track covered car-shed that *is*
the passing loop i.e. build loop under a shed. All trams work in day,
spare if any can sit at Watford Jn in a sdg, at night they berth in
the shed, passenger platform - I assume we are keeping high platforms
- cab double as cleabers access.

Now where did I get that idea from .... Volks perhaps )

If this is not just electioneering, then this might be a good
solution. Is there potentional to continue the route into the city/
town centre(s) at either or both ends?

On Oct 30, 6:00*pm, E27002 wrote:

If this is not just electioneering, then this might be a good
solution. *Is there potentional to continue the route into the city/
town centre(s) at either or both ends?- Hide quoted text -



St.Albans end yes easy, all would be needed is a contination then
right turn, up the hill, into city centre. Steep climb though nothing
beyond tram capability.

Naturally uk.railway will demand it *must* run to St Albans City but I
see no partcular need to do that if serving the town centre is better
especially if Watford line gets enhanced service.

Watford end would need to bridge or tunnel the WCML to reach to town
centre.


--
Nick

On 30 Oct, 18:45, D7666 wrote:
On Oct 30, 6:00*pm, E27002 wrote:

If this is not just electioneering, then this might be a good
solution. *Is there potentional to continue the route into the city/
town centre(s) at either or both ends?- Hide quoted text -

St.Albans end yes easy, all would be needed is a contination then
right turn, up the hill, into city centre. Steep climb though nothing
beyond tram capability.

Tram/train appears to me to be about the rolling stock and not about
the town-centre penetration, certainly in this case. There's no need
in Watford, where WJ is at one end of Clarendon Road, the office
district of the town centre, and the High Street loop on the DC line
provides a service to the southern end of the town centre for the
shops. As Burkey says elsewhere, the majority of pax head not to SA
but to WJ, whether for the town or for onward connections to London.

HCC's adoption of the Abbey line and the go-ahead for this scheme seem
to me to be a quid pro quo for getting Croxley Rail Link money before
the coffers close for good on regional transport allocations (i.e.
just after the Tories get in and slash the budgets). Adonis and DafT
obtain proof of concept on a pet scheme and HCC's CRL scheme, which
has been around for longer than me, goes to the top of the pile for
what's left. Simples.

THC

On Fri, 30 Oct 2009 14:38:57 -0700 (PDT), THC
wrote:

HCC's adoption of the Abbey line and the go-ahead for this scheme seem
to me to be a quid pro quo for getting Croxley Rail Link money before
the coffers close for good on regional transport allocations (i.e.
just after the Tories get in and slash the budgets). Adonis and DafT
obtain proof of concept on a pet scheme and HCC's CRL scheme, which
has been around for longer than me, goes to the top of the pile for
what's left.


Sounds good if it works, but is there any evidence of an imminent
go-ahead for the Croxley Rail Link?

Of course there is nothing to stop the Tories cancelling or delaying
it if they are elected with a working majority.