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Tyne and Wear Metro Test Centre | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
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The Tyne and Wear Metro Test Centre was financed by a grant from the Government Research and Development department and supported to Tyne and Wear PTE. When?!! The test centre gave valuable testing facilities to assist the work for the then brand new Metro system in testing the new systems to the UK and also the brand new rolling stock. Also the test centre was used to provide a showplace for Metro-Cammel and the possible further export contract.
Arrangement
The centre consists of 2.4 km (1.5 miles) running from West Allotment in the north to the Coast Road in the south. The whole test centre was electrified at 1500 vdc standard for the completed system. A workshop, consisting of two track and offices was located at Middle Engine Lane. The test track incorporates a section of 1 in 25 gradient, a road level crossing, an artificial tunnel, a footpath crossing and a farmer's occupation crossing. There were also approach tracks to the workshop and a loop line consisting of several reverse curves. The tunnel has an effective bore of 4.75 metres which is the same dimension as the running tunnels on the Metro system. The gradient of 1 in 25 was located near to the Coast Road.
Location
The test track largely follows the alignments of a couple of dismantled colliery railways, notably the for Seaton Burn Wagonway and former Backworth Colliery Railway.
Electrical system
The power source was the North Eastern Electricity Board transformer at the south end of the track. A 11 kV feeder cable was run to feed a sub-station located to the rear of the workshops. The transformer at the sub-station transformed to the usual industrial 3 phase 415 v 50 Hz supply for the workshop and offices. Also the power supply was also converted to 1500 vdc - the traction supply. The overhead system was divided into two separate sections, "main line" and "depot" with the overhead equipment at the Test Centre being the standard 25 kv ac type used by British Rail.
Signalling
There were two electrically operated points and a basic signalling system. The flashing-light controlled level-crossing was not the same as commonly used on the Metro system.
References
| This article has multiple issues. Please help
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Learn how and when to remove these template messages)
|
Tyne and Wear Metro Test Centre | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
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The Tyne and Wear Metro Test Centre was financed by a grant from the Government Research and Development department and supported to Tyne and Wear PTE. When?!! The test centre gave valuable testing facilities to assist the work for the then brand new Metro system in testing the new systems to the UK and also the brand new rolling stock. Also the test centre was used to provide a showplace for Metro-Cammel and the possible further export contract.
Arrangement
The centre consists of 2.4 km (1.5 miles) running from West Allotment in the north to the Coast Road in the south. The whole test centre was electrified at 1500 vdc standard for the completed system. A workshop, consisting of two track and offices was located at Middle Engine Lane. The test track incorporates a section of 1 in 25 gradient, a road level crossing, an artificial tunnel, a footpath crossing and a farmer's occupation crossing. There were also approach tracks to the workshop and a loop line consisting of several reverse curves. The tunnel has an effective bore of 4.75 metres which is the same dimension as the running tunnels on the Metro system. The gradient of 1 in 25 was located near to the Coast Road.
Location
The test track largely follows the alignments of a couple of dismantled colliery railways, notably the for Seaton Burn Wagonway and former Backworth Colliery Railway.
Electrical system
The power source was the North Eastern Electricity Board transformer at the south end of the track. A 11 kV feeder cable was run to feed a sub-station located to the rear of the workshops. The transformer at the sub-station transformed to the usual industrial 3 phase 415 v 50 Hz supply for the workshop and offices. Also the power supply was also converted to 1500 vdc - the traction supply. The overhead system was divided into two separate sections, "main line" and "depot" with the overhead equipment at the Test Centre being the standard 25 kv ac type used by British Rail.
Signalling
There were two electrically operated points and a basic signalling system. The flashing-light controlled level-crossing was not the same as commonly used on the Metro system.