I've now seen that since my original post - with a reference to the April issue which I think is one of the two places I was thinking of.I've just seen this in June's Modern Railways.
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I've now seen that since my original post - with a reference to the April issue which I think is one of the two places I was thinking of.I've just seen this in June's Modern Railways.
I'm pretty sure Huddersfield-Apologies for disturbing the thread but I find a lot of the discussion difficult to parse having not kept a close eye on it. What is actually being electrified, what has been cancelled and does anyone have a timeframe?
Nothing has been cancelled per se. The original transpennine electrification was only electrification without any upgrades, that was knocked on it's hed but also now includes upgrades to the route too, hence TRU. The state of play is:Apologies for disturbing the thread but I find a lot of the discussion difficult to parse having not kept a close eye on it. What is actually being electrified, what has been cancelled and does anyone have a timeframe?
However Micklefield-Selby is no longer being talked about as part of the scheme, and many suspect that Stalybridge to Huddersfield may not be wired for a while.Nothing has been cancelled per se.
However Micklefield-Selby is no longer being talked about as part of the scheme, and many suspect that Stalybridge to Huddersfield may not be wired for a while.
There'll probably be a cable/switch at Colton Jn TSC (when renewed) that allows power from Hambleton to flow through & energise the NOC lines. No Neutral Section at Colton either so there's less risk of a 'cut-off'.Where are we at with the risk of another 'Giant Extension Lead" from the new Hambleton grid feeder to Micklefield if Selby is off the agenda?
All of it. We all know that. But in bits so it takes ages, costs lots more than it need and the funding will be the infrastructure equivalent of a dance of the seven veils. The slow gap filling will mean the full benefits won't be realised for decades as well.What is actually being electrified?
And if you wanted to minimize disruption you could actually make a case that these should be done first.All of it. We all know that. But in bits so it takes ages, costs lots more than it need and the funding will be the infrastructure equivalent of a dance of the seven veils. The slow gap filling will mean the full benefits won't be realised for decades as well.
Edit: Same as the Midland Main Line except this route doesn't have an Erewash Valley and Radford Loop which anyone with the brains of a gnat would include.
Absolutely. As true as it is off topic so I'll stop or be moderated!should be done first
But with EMR having 810s it doesn't, On TP you don't need to wire the Calder Valley route first. Bi-modes allow it to be turned on large section by large section just as the 802s will on TP.And if you wanted to minimize disruption you could actually make a case that these should be done first.
Which doesn't help those local services which are operated by diesel only units, and only likely to be switched to electric using cascaded electric only units from elsewhere.But with EMR having 810s it doesn't, On TP you don't need to wire the Calder Valley route first. Bi-modes allow it to be turned on large section by large section just as the 802s will on TP.
The aim is to electrify entire routes, but because of the political and economic climate that we find ourselves in, the only practical course is to do the work in small stages. It's not ideal, but it's where the world is right now.It's all well and good doing the work in stages, but the aim should always be to electrify entire routes and allow services (particularly the stop-start locals) to switch entirely to electric traction as soon as possible.
It's all well and good doing the work in stages, but the aim should always be to electrify entire routes and allow services (particularly the stop-start locals) to switch entirely to electric traction as soon as possible.
Well yes, it's (thankfully) not like Victorian times when cheap Irish labour was available and paid mostly in beer to get the job done over a weekend.The WCML, GEML, ECML and GWML were all electrified in stages, with some rather long gaps between some of the stages. It’s nothing new.
If the TP North scheme were to be fully comprehensive it would include Church Fenton-ThornhillLNW via Castleford and Heaton Lodge-Miles Platting via Hebden Bridge, which would be useful for freight too.And if you wanted to minimize disruption you could actually make a case that these should be done first.
Which freight flows do you have in mind?If the TP North scheme were to be fully comprehensive it would include Church Fenton-ThornhillLNW via Castleford and Heaton Lodge-Miles Platting via Hebden Bridge, which would be useful for freight too.
The bulk of the new funding into the Transpennine route upgrade will be used to improve connectivity between Leeds, Manchester and York, and deliver electrification and upgrades between York and Church Fenton.
I think that's gauge clearance and loop extensions so that longer container trains can run on the route, plus some signalling changes.Does anybody have details on the Southampton to the Midlands improvements?
There is nothing new in that announcement.I continue to be confused! Has full electrification between York and Manchester been announced/authorised or have they just announced the half scheme they are already doing?!!
Full electrification has NOT been announced or approvedI continue to be confused! Has full electrification between York and Manchester been announced/authorised or have they just announced the half scheme they are already doing?!!
This has just appeared on the Construction Enquirer Web Site - which suggests that east of Leeds is now included. The question is do the numbers reconcile to previous announcements?I continue to be confused! Has full electrification between York and Manchester been announced/authorised or have they just announced the half scheme they are already doing?!!
Transport Ministers Chris Heaton-Harris and Andrew Stephenson set out how the total package of £401 million will build on existing investments to improve rail connectivity, journey speeds and capacity across the country.Modernising and upgrading our vital transport links is critical to levelling up every part of this country, unleashing our economy and spreading opportunity as we build back better.
Following closely after our reforms to deliver a modern, green and innovative railway that meets the needs of the nation, this package of £401 million investment will help deliver reliable, punctual services that passengers across the UK can count on.
Transport Minister Andrew Stephenson will visit major works taking place along the Transpennine route in Yorkshire today, including at Leeds, Hambleton and Colton, to see electrification works that form an important part of the government’s agenda to achieve zero carbon by 2050. Proposals for even more extensive electrification on the route are currently being considered.The scale of today’s investment demonstrates our commitment to delivering more punctual, greener and comfortable services right across the country.
From the vital Transpennine and Midland Main Line upgrades, new stations giving communities in Yorkshire and the south-west rail connections for the first time, and a shot in the arm for freight operators, we’re building a brighter future for the railways.
Additional investment into the Transpennine Route Upgrade will cut delays and create a more punctual network, with electrification helping deliver greener journeys on this key route.
Only by investing in, modernising and expanding our railways can we provide passengers with the reliable and resilient services they expect, and create a transport network that is fit for the future.
I'm just hoping that the stations at White Rose and Thorpe Park allow overtaking (even if four platforms is too much to wish for), otherwise we're just pricing in yet more bottlenecks on a two track line
Can't see that happening at White Rose; the railway is up on a high embankment so the cost would be astronomical (and would destroy the case for the station). Electrification and EMU performance should offset the time penalty for the additional stop.
Of course, back then, there wasn't a rapidly forthcoming imperative to shut down industries that can't (or won't) decarbonise.The WCML, GEML, ECML and GWML were all electrified in stages, with some rather long gaps between some of the stages. It’s nothing new.