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Question: What should be running From Ryde to Shanklin in 5 years time?  (Voting closed: June 26, 2018, 04:57:05 pm)
Current trains - 2 (7.7%)
Newer cascaded tubes - 11 (42.3%)
Next generation tube trains - 5 (19.2%)
Trams / light rail with streeet running - 7 (26.9%)
Buses - 0 (0%)
Something else - 1 (3.8%)
Total Voters: 26

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Author Topic: Isle of Wight futures.  (Read 14155 times)
stuving
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« Reply #90 on: November 21, 2020, 12:08:12 am »

I have not heard of any traction power system upgrade on the Island Line,

Nor had I - but then I found this, from earlier in the year, in Modern Railways:
Quote
At Brading, where a passing loop will be reinstated to allow the operation of an even-interval half-hourly service, the track will be lowered by 500mm to meet double track foot-crossing and Persons with Reduced Mobility (PRM) regulations. The foot crossing on the Shanklin side will be used for Disability Discrimination Act (DDA) compliant access to the island platform. The track lowering is Network Rail?s responsibility and estimated to cost ?1 million; it is currently unfunded and unbudgeted and now subject to negotiations.

NR will upgrade the power supply at Rowborough and install new conductor rail with some of the existing inefficient negative earth return systems removed. Existing 98lb track will be relaid with 113lb, the whole line tamped to give a better passenger ride and Train Protection and Warning System (TPWS) introduced between Ryde St John?s Road and Sandown.

Note that Network Rail are doing most of the heavy stuff, since the lease to First MTR South Western Railway include maintenance but not major upgrades.

I also found some data on the electrical supply network of IoW, which includes the three NR substations (which are not described as traction supplies but look the right kind of lineside shed for that). This gives the rating of their 33kV supply circuits, but not the DC rating:

Ryde St. Johns Substation - 9MVA
Rowborough Substation  ? 15MVA
Sandown Substation ? 22MVA
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« Reply #91 on: November 21, 2020, 08:21:43 am »

I have not heard of any traction power system upgrade on the Island Line,

Nor had I - but then I found this, from earlier in the year, in Modern Railways:
Quote
At Brading, where a passing loop will be reinstated to allow the operation of an even-interval half-hourly service, the track will be lowered by 500mm to meet double track foot-crossing and Persons with Reduced Mobility (PRM) regulations. The foot crossing on the Shanklin side will be used for Disability Discrimination Act (DDA) compliant access to the island platform. The track lowering is Network Rail?s responsibility and estimated to cost ?1 million; it is currently unfunded and unbudgeted and now subject to negotiations.

NR will upgrade the power supply at Rowborough and install new conductor rail with some of the existing inefficient negative earth return systems removed. Existing 98lb track will be relaid with 113lb, the whole line tamped to give a better passenger ride and Train Protection and Warning System (TPWS) introduced between Ryde St John?s Road and Sandown.

Note that Network Rail are doing most of the heavy stuff, since the lease to First MTR South Western Railway include maintenance but not major upgrades.

I also found some data on the electrical supply network of IoW, which includes the three NR substations (which are not described as traction supplies but look the right kind of lineside shed for that). This gives the rating of their 33kV supply circuits, but not the DC rating:

Ryde St. Johns Substation - 9MVA
Rowborough Substation  ? 15MVA
Sandown Substation ? 22MVA


The MVA ratings will be max demand and not a constant load rating, traction loads being peaky in nature requires a high max demand

The typical rectifier rating the Southern Region install now is 3MW class G, smaller 1.5 to 2.5MW are rarely spec now, occasionally 3.5 or 4.25MW are installed.  I would expect there to be 2 rects per sub. (class G is the overload and duty cycle rating e.g. at 100% 150% and 300%)

I find it strange the sizing of Sandown compared to St Johns given the location of the Depot.  Depots have a high berthing load, also it is likely to have the depot domestic (400V) load.
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« Reply #92 on: November 21, 2020, 11:03:19 am »

The 484 units have new traction packages and AC motors as well don?t they?

Paul
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« Reply #93 on: November 21, 2020, 01:05:44 pm »

It has already been out and about. This link from Twitter
https://twitter.com/photographyrue/status/1329959324777582592?s=21
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« Reply #94 on: November 21, 2020, 01:46:57 pm »

Blimey, that was quick!

SWR must?ve been really on the ball getting all the certifications ready beforehand.
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« Reply #95 on: November 21, 2020, 03:39:17 pm »

The 484 units have new traction packages and AC motors as well don?t they?
Paul

Having heard the noise on the video (last post but one) - yes, you can hear the chopper.

As to whether it needs 750 V - I've only seen that said about the battery 230s. It's possible that charging off third rail was not seen as important enough to fit a DC-DC converter, so it could only charge off a voltage above the battery's. With no batteries, I'm sure everything has been designed for 750V, rather than have two versions for NR and LU. It will work well enough off 630V (or less), of course.

I guess the starting current will be a lot lower with the inverter than the old DC motors, though the peak current draw will now be at higher speeds.
« Last Edit: November 21, 2020, 05:07:37 pm by stuving » Logged
TonyN
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« Reply #96 on: November 21, 2020, 05:01:04 pm »

This must be the only source of power supply that Viva Rail have not tried yet.
https://www.youtube.com/watch?v=3AlndKQSs6Q
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« Reply #97 on: November 21, 2020, 07:27:07 pm »

This must be the only source of power supply that Viva Rail have not tried yet.

There are one or two others ...

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« Reply #98 on: November 24, 2020, 06:58:58 pm »

Here's a bit about the likely future prospects for the outgoing Class 483 units.  I wonder how the battery conversion on the unit not staying in the IoW will be done?

https://onthewight.com/class-483-train-1938-tube-wight-retire-essex-london-transport-traction-group-lttg/?fbclid=IwAR0HcCZSXyBPYtWuFLGOxh_1heoXTlKykkZlatJUXQZI-hIj2l2zRx27Kqk
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« Reply #99 on: November 25, 2020, 08:47:39 am »

Here's a bit about the likely future prospects for the outgoing Class 483 units.  I wonder how the battery conversion on the unit not staying in the IoW will be done?

I believe the East Kent has some experience - including use of an old MLV or the Gatwick variant attached to the preserved unit to carry the batteries. Of course, these vehicles were designed along the same lines as the EPBs, CEPs, BEPs and HAPs and look good running with them.  Coupled to a tube they would look ... odd.
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« Reply #100 on: Today at 12:58:05 pm »

From the Island Echo

Quote
END OF THE LINE? ISLAND LINE TRAINS LIKELY TO BE SUSPENDED FOR ANOTHER WEEK

With just weeks left until they are pulled from service permanently, Island Line?s last 2 remaining trains have broken down and it may be over a week until the service resumes.

All trains between Ryde Pier Head and Shanklin have been suspended since Friday morning when the last operational train ground to a halt.

As previously reported by Island Echo, maintenance works to the bridge at Ryde St John?s means that the service was always going to be suspended this weekend. However, the latest information available suggests that the trains will remain in the sidings until next Monday (14th December).

The 1930s former underground trains are due to continue running until 3rd January, when the line will then close for 3 months. New trains, which started to arrive on the Isle of Wight last month, will be fully up and running by May 2021. It begs the question as to whether the existing trains will come back into service at all?
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« Reply #101 on: Today at 01:00:32 pm »

It would be a great shame if they didn't appear in service again before it's too late.  I expect quite a few enthusiasts would have been hoping to ride and record them in action in the last couple of days.
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