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Post by ducatisti on Dec 18, 2018 10:59:13 GMT
ohh, I'd forgotten/never knew that...
that's going to annoy a lot of developers and yuppies in potentia[1]…
Unless they can quadruple the W&C, that's really going to be a lot less use that I thought. Potential future Aldwych...?
[1]current values of yupp for purchasers/tenants unknown, but assuming they will want to be yuppies when they move in regardless of current status.
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Post by norbitonflyer on Dec 18, 2018 11:47:26 GMT
My guess is that the only significant transfer from NR will be from Battersea stations to Charing Cross branch destinations For Zone 2 (let alone Zone 1, as we are told BPS station will be) Queenstown Road and Battersea Park are not exactly busy at the moment. Indeed Queenstown Road's annual entry/exit figures of 1.5m are lower than all but two Underground stations (Roding Valley and Chigwell), with Battersea Park's of 1.8 million just edging it above Grange Hill. Even by NR standards they are underachievers - they are the second and third least-used of the eight stations in LB Wandsworth, (after Wandsworth Common), their figures being more comparable with those in the outer suburbs at Whitton and Wallington. Nearby Clapham Junction had nearly 30 million (just short of the average for a Tube station, and falling between the figures for Russell Square and Leytonstone, but of course it does not include interchanges). The respective operators would, I expect, be quite happy if local passengers changed their allegiance to the Northern Line (which is likely, as it would charge lower fares because of the TOC premium), and thereby justify running more trains non-stop from Clapham Junction to Victoria/Vauxhall.
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rincew1nd
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Post by rincew1nd on Dec 18, 2018 18:06:55 GMT
Click/tap here if embedded tweet fails to display.
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Deleted
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Post by Deleted on Dec 19, 2018 10:21:03 GMT
Click/tap here if embedded tweet fails to display. Says the tweet does not exist when you click the link
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Post by snoggle on Dec 19, 2018 13:04:47 GMT
Doesn't sound like there are problems on the extension "“In isolation the Northern Line Extension project is still on time and working towards a December 2020 finish,” the source said. “However, instead of doing a big bells and whistles unveiling then it will be realigned with the completion of works at Bank station." Eh? I don't see how the NLE is "on time" given the developer of Battersea Power Station (BPS) forced a redesign of BPS tube station. We know from past LU reports that this forced a redesign causing a delay while that work was done. It has also caused an increase in cost. LU was signed up to a fixed "in service" date for the full extension which it couldn't meet. If nothing was wrong why did a plethora of decisions need sorting in a NLE paper at the last Programmes and Investment meeting? I assume the developer and LU have reached a commercial settlement which covers LU's extra costs, removes the risk of breaching the "in service" date agreement by changing the date. LU may be taking the view that its works are "on time" except for the impact of an external change which is one way of describing things but it's a tad dubious to me. I also have a sneaking suspicion that traffic on the extension is not going to be as forecast anyway. We know the property market is struggling especially at the expensive end and that Chinese and Malaysian investors are not enthused about prospects for the Battersea / Nine Elms development. I'm not expecting trains on the extension to be "full" for a very, very long time. I'd not be shocked if a fair slice of the traffic comes from people reaching the stations by bus from the much wider local hinterland. I think there is also another factor in play which is timetable changes. It must make sense for LU to try to minimise the number of timetable changes to cope with the revised layout / run and dwell times resulting from the Bank works and also Battersea Power Station. Doing it as one overall package makes a lot of sense given the need to change maintenance regimes to provide trains for the extension, driver rosters and the signalling and control system to reflect the new timetable. Doing it as one rather than 2 or 3 separate changes must also save a lot of time, effort and money.
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rincew1nd
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Post by rincew1nd on Dec 19, 2018 14:47:13 GMT
Click/tap here if embedded tweet fails to display. Says the tweet does not exist when you click the link The author has deleted it. It was a report that things are delayed such that everything will complete simultaneously.
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Post by ducatisti on Dec 19, 2018 15:58:39 GMT
Doesn't sound like there are problems on the extension "“In isolation the Northern Line Extension project is still on time and working towards a December 2020 finish,” the source said. “However, instead of doing a big bells and whistles unveiling then it will be realigned with the completion of works at Bank station." Eh? I don't see how the NLE is "on time" given the developer of Battersea Power Station (BPS) forced a redesign of BPS tube station. We know from past LU reports that this forced a redesign causing a delay while that work was done. It has also caused an increase in cost. LU was signed up to a fixed "in service" date for the full extension which it couldn't meet. If nothing was wrong why did a plethora of decisions need sorting in a NLE paper at the last Programmes and Investment meeting?. I was quoting the report in the NCE - Whether that is right or wrong I don't know, but the article itself didn't support the idea that there are problems. On the subject of usage, I'd say that there is a *lot* of building work going up now round there. A lot of which is coming too completion, and most of that will have been forward-sold, so I think a lot of it will be occupied in the next 12-18months, even if not at the rates that were expected.
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Post by norbitonflyer on Dec 19, 2018 16:59:11 GMT
On the subject of usage, I'd say that there is a *lot* of building work going up now round there. A lot of which is coming too completion, and most of that will have been forward-sold, so I think a lot of it will be occupied in the next 12-18months, Sold, yes. But if they were bought as investments, they might not be occupied.
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Post by norbitonflyer on Dec 19, 2018 17:04:28 GMT
I'd not be shocked if a fair slice of the traffic comes from people reaching the stations by bus from the much wider local hinterland. Or walking down the road from Battersea Park station (probably both quicker and cheaper than changing at Victoria, or at Clapham Junction and Waterloo, if your destination is in the West End)
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Chris M
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Post by Chris M on Dec 25, 2018 12:02:38 GMT
There is a project to add WiFi and 4G coverage to the Waterloo and City line, and Crossrail will have these when it eventually opens, but I've not been able to immediately find whether the Battersea extension is being built with them or not?
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Post by fleetline on Jan 23, 2019 22:07:37 GMT
There is a project to add WiFi and 4G coverage to the Waterloo and City line, and Crossrail will have these when it eventually opens, but I've not been able to immediately find whether the Battersea extension is being built with them or not? Im under the understand that wifi is for stations (like existing) but 4G is based on the trains for Crossrail and altered trains for the Drain. Rest if the network is still be to fitted with the required equipment for on train stuff. Can't remember what I read them from but it's from a TfL document.
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Post by Dstock7080 on Jun 11, 2019 10:04:00 GMT
It seems the first Transplant engineering train made it’s way from Kennington to Battersea station either Sunday evening or yesterday, following completion of trackworks.
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Post by Tubeboy on Jun 11, 2019 17:23:41 GMT
It seems the first Transplant engineering train made it’s way from Kennington to Battersea station either Sunday evening or yesterday, following completion of trackworks. Sunday night, L51 was one of the locos.
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rincew1nd
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Post by rincew1nd on Jun 14, 2019 9:00:34 GMT
TfL have published a cab ride video:
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Post by superteacher on Oct 11, 2020 10:43:23 GMT
Unashamed thread bump, but with all of the focus on Covid, there doesn't seem to have been much news regarding the extension. Does anybody have any updates?
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Post by goldenarrow on Oct 11, 2020 18:44:16 GMT
Unashamed thread bump, but with all of the focus on Covid, there doesn't seem to have been much news regarding the extension. Does anybody have any updates? The following comes from the latest Programmes and Investment Committee report for 16 October 2020
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Tom
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Post by Tom on Oct 11, 2020 20:46:00 GMT
22kV traction current supplies - that'll be interesting!
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Post by Deleted on Oct 12, 2020 17:00:57 GMT
22kV traction current supplies - that'll be interesting! Make the trains zip along won’t it
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vincenture
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Post by vincenture on Oct 12, 2020 17:59:27 GMT
Let's see if they reach 80-100km/h (50-62mph) in this section hehe
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class411
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Post by class411 on Oct 13, 2020 7:59:27 GMT
22kV traction current supplies - that'll be interesting! Make the trains zip along won’t it "Hey, we're getting incredible acceleration ... er, why are the motors melting?"
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DWS
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Post by DWS on Oct 13, 2020 9:20:21 GMT
Unashamed thread bump, but with all of the focus on Covid, there doesn't seem to have been much news regarding the extension. Does anybody have any updates? The following comes from the latest Programmes and Investment Committee report for 16 October 2020 What page of the report mentions 22KV power supply to the conductor rails ?
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Post by goldenarrow on Oct 13, 2020 9:44:01 GMT
DWS Page 142 of the report, page 148 viewed as a PDF.
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class411
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Post by class411 on Oct 13, 2020 10:39:55 GMT
DWS Page 37 of the report, page 43 viewed as a PDF. Conductor rails? If it does mention that I'm pretty sure it is a mistake. Even if it were technically possible without fried insulation and arc-overs all over the place (not to mention fried traction control systems), the safety elf would go into meltdown! Presumably they are talking about delivery to more local step-down transformers.
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DWS
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Post by DWS on Oct 13, 2020 10:59:08 GMT
The 22KV supply is to the substations, not to the track.
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class411
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Post by class411 on Oct 13, 2020 11:53:04 GMT
The 22KV supply is to the substations, not to the track. Yes, that's what I suggested. Substations contain step down transformers. It's just that 'conductor rails' were mentioned. My local NR station had one that gave you advanced warning of a train approaching (unfortunately not from which direction) as it would hum audibly when a train arrived within its domain. It was replaced a few years ago by one that I can't hear.
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Post by norbitonflyer on Oct 13, 2020 12:14:42 GMT
22kV traction current supplies - that'll be interesting! Make the trains zip along won’t it Not if it's AC!
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DWS
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Post by DWS on Oct 13, 2020 13:58:25 GMT
The 22KV supply is to the substations, not to the track. Yes, that's what I suggested. Substations contain step down transformers. It's just that 'conductor rails' were mentioned. My local NR station had one that gave you advanced warning of a train approaching (unfortunately not from which direction) as it would hum audibly when a train arrived within its domain. It was replaced a few years ago by one that I can't hear. I read the report page but no mention of current rails as they are called on the London Underground.
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class411
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Post by class411 on Oct 13, 2020 14:03:15 GMT
Make the trains zip along won’t it Not if it's AC! No, they'd just go backwards and forwards very, very, quickly. [\SILLINESS]
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Post by brigham on Oct 13, 2020 17:06:52 GMT
"...d) installation of the traction power supply was completed in September 2020, including the trackside conductor rail which will carry the 22kv electricity supply used by the Northern line fleet of trains."
This probably refers to sub-station feeders, and wold be better described as a 'cable' rather than a 'rail'.
Sir Vincent Raven originally suggested a mixture of overhead and third-rail electrification for his 1500-v-DC York-Newcastle project. The third-rail idea was later dropped when the difficulties of controlling leakage became apparent.
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Post by norbitonflyer on Oct 13, 2020 19:02:31 GMT
Sir Vincent Raven originally suggested a mixture of overhead and third-rail electrification for his 1500-v-DC York-Newcastle project. The third-rail idea was later dropped when the difficulties of controlling leakage became apparent. Raven's two electric shunting engines (NER/LNER Nos 1 and 2, later BR Nos 26500/26501) were equipped for 3rd rail operation on the Tyneside electrified suburban network and DC overhead for use in marshalling yards, and later the SR "Hornby's" (CC1-CC3, later BR Nos 20001-20003) and E5000s ( Class 71s) could also run off both 3rd rail and DC overhead.
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