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Manchester - Stalybridge Electrification

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deltic08

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lejog said:
It may be that the DfT and NR are describing different options. At the NR presentation in March the attached was described the "potential linespeed for the route", but you can see that it is in fact labelled "speed profile PO5". No doubt there are other profiles at other prices - single option selection is apparently not due until December.
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I have now watched the video everybody has been discussing. I think you may be right, two different bodies with different outputs.
 
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BMIFlyer

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lejog said:
It may be that the DfT and NR are describing different options. At the NR presentation in March the attached was described the "potential linespeed for the route", but you can see that it is in fact labelled "speed profile PO5". No doubt there are other profiles at other prices - single option selection is apparently not due until December.
Click to expand...

Do you have a chart for the up direction by any chance please? Or a link to the document. :)
 
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Ploughman

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Are NWR still sticking to a minimum width of dig when reballasting a stretch?
Looks like some spots on the Ashton photos are just clear of the probable new shoulder edge but butting up to a contaminated cess? https://farm5.staticflickr.com/4300/35348021243_a222455f90_b.jpg
Digging to a minimum width is fine when there are no constraints and the water can flow off, but with a cess like that I think it will very easily turn into a canal.
I am allowing for approx 300mm ballast plus sleepers at a guess.
 
Senex

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lejog said:
It may be that the DfT and NR are describing different options. At the NR presentation in March the attached was described the "potential linespeed for the route", but you can see that it is in fact labelled "speed profile PO5". No doubt there are other profiles at other prices - single option selection is apparently not due until December.
Click to expand...
We've all seen this speed profile shewing what appears to be either 75 or at the lowest 70 through Ashton, and we've now seen the range of (magnificent) pictures of the work being done at present, clearly at considerable cost. We haven't seen clear images of all the alignment changes, but one thing that does seem to appear is that a pretty marked reverse curve in the down line at the west end of the station remains. Does anyone know whether what is being done now is compatible with a future speed-profile like that of PO5 or whether there will need to be a further significant re-alignment if a major upgrade of the route to obtain that 40-minute timing to Leeds should go ahead?
 
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deltic08

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Senex said:
We've all seen this speed profile shewing what appears to be either 75 or at the lowest 70 through Ashton, and we've now seen the range of (magnificent) pictures of the work being done at present, clearly at considerable cost. We haven't seen clear images of all the alignment changes, but one thing that does seem to appear is that a pretty marked reverse curve in the down line at the west end of the station remains. Does anyone know whether what is being done now is compatible with a future speed-profile like that of PO5 or whether there will need to be a further significant re-alignment if a major upgrade of the route to obtain that 40-minute timing to Leeds should go ahead?
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I thought exactly the same when I saw the photos. Why has the solum of the disused outer trackbeds not been utilised to reduce the doglegs around the island platform. In photo showing the 40/50 sign, the new alignment appears as if it could have been positioned through where this sign is situated. They will have their reasons.

I heard a while back now that the island was being removed completely in favour of two linear platforms raising speed to 90+. Can't have been that much more expensive than relaying both tracks and realigning both platform edges as has been done? Half cocked comes to mind.

I bet Crossrail2 won't be pinching on pennies.
 
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snowball

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Anything that's happening now was probably designed a while ago and quite likely before the decision to review speeds and track layouts over the whole route.
 
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Rail Ranger

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LNW-GW Joint said:
There's still a semaphore there I see.
So no resignalling in the current blockade?
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No the line will continue to be controlled from Baguley Fold Junction and Ashton Moss North Junction boxes (for the moment). Network Rail had applied to Tameside Council to demolish Ashton Moss North Junction box and to re-align the "branch" tracks over its site but presumably that work will have to wait for another blockade.
 
LNW-GW Joint

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Rail Ranger said:
No the line will continue to be controlled from Baguley Fold Junction and Ashton Moss North Junction boxes (for the moment). Network Rail had applied to Tameside Council to demolish Ashton Moss North Junction box and to re-align the "branch" tracks over its site but presumably that work will have to wait for another blockade.
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Thanks for the info. I was wondering if the continuing semaphores were the reason that wires are not going to be pushed east of the "Miles Platting area" for the time being.
It wouldn't be the first time that wiring has been deferred because of the technical issues around resignalling (cf Oxford, Bristol TM).
Presumably projects like Blackpool and Liverpool are ahead in the queue (including transfer to the ROC).
 
Senex

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Rail Ranger said:
Network Rail had applied to Tameside Council to demolish Ashton Moss North Junction box and to re-align the "branch" tracks over its site but presumably that work will have to wait for another blockade.
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Just dreaming .... How much better if Network Rail were wanting to abandon this line and re-build instead the line between Ashton Moss Jn and Droylsden Jn.
 
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billh

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Senex said:
Just dreaming .... How much better if Network Rail were wanting to abandon this line and re-build instead the line between Ashton Moss Jn and Droylsden Jn.
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Apart from being a bit shorter route, why is it better? Difficult gradients at both ends, remembering WD 2-8-0s flogging up from Droylsden . Someone put the M60 in the way and worse than that it would put an end to my 21st century loco-spotting, not a dream, it'd be a nightmare! Your dream line was only built to serve a new Manchester Racecourse which never came, the Audenshaw Station was closed in 1919. An LNWR folly and waste of money.:)
 
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billh said:
Apart from being a bit shorter route, why is it better? Difficult gradients at both ends, remembering WD 2-8-0s flogging up from Droylsden . Someone put the M60 in the way and worse than that it would put an end to my 21st century loco-spotting, not a dream, it'd be a nightmare! Your dream line was only built to serve a new Manchester Racecourse which never came, the Audenshaw Station was closed in 1919. An LNWR folly and waste of money.:)
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Vastly better potential alignments for the junctions at both ends, and straight in between. If (I emphasise) anyone wanted a fast route between Stockport and the east end of Victoria, this would be the way to get it, not the crawl past Ashton Moss North Jn.
 
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snowball

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Press release on the works at Ashton:

https://www.networkrail.co.uk/feeds...d-as-ashton-under-lyne-station-opens-on-time/

Passengers and neighbours have been thanked for their patience and understanding after Ashton-under-Lyne station reopened on time following a 23 day closure.

Network Rail had closed the station between 8 and 30 July to carry out upgrade work as part of the Great North Rail Project which will see over £1bn invested in the railway across the north as part of the national Railway Upgrade Plan.

Engineers worked round-the-clock over the last three weeks to rebuild the railway bridge over Turner Lane and replace and realign over two miles of track. The time-lapse video shows the level and complexity of work that was carried out to help provide passengers with a better railway.
Nick Brown, Network Rail’s project manager, said: “The railway corridor on which Ashton station sits was narrow with many curves which restricted the speed that trains can travel. Replacing the bridge deck and realigning the track will result in smoother and straighter track meaning trains will be able to travel faster which, in the long run, means more frequent services on the route.

“I would like to thank passengers and local residents for their patience while we improve the railway in their area.”

Liam Sumpter, regional director at Northern, said: “Following the major engineering work and recent closure at Ashton-Under-Lyne station I am very pleased to confirm that the station has today reopened, on time, for our customers.

“The improvements at Ashton station will help us to deliver better journeys for our customers as part of our exciting and ambitious modernisation programme. The station itself has been enhanced with improved LED lighting and a new subway. Further modernisation is planned for the station, so watch this space.
Click to expand...
 
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BurtonM

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Northern took the works at Ashton as an opportunity to re-do the station signage. It's now white with dark blue text instead of the opposite, and the font's changed.
 
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Chester1

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Has any indication been provided on the size of the journey time reduction enabled by the work?
 
LNW-GW Joint

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GRALISTAIR said:
I follow this project avidly and have not seen that information anywhere sorry. I would be guessing but if I knew the new speed limits and the old I could calculate for you
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Speed increases might have to wait till the Baguley Fold/Ashton Moss resignalling.
 
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