MML Electrification: progress updates

[Philip Phlopp]

And I would assume it has significant over allowance for out of course events, eg crossfeeding adjacent sections in the event of failure / planned or unplanned switch out of feeding station and also in terms of growth either in number of trains or power consumption of trains or perhaps being required to feed more OLE eg in the case of Braybrooke to its north as well as 'currently' to its south.

There will be a reasonable allowance for such events, though in many situations, it will result in a limited number of electric services being able to operate - more electrification with a more diverse range of feeders would be very useful.

 

[WAO]

I disagree. Better acceleration of EMUs means time loss for speed restrictions is reduced.

Comparatively, yes.

However, a better alignment will always speed things up, traction permitting.

That's why NR was thinking of easing the curve in the first place.

WAO

 

[edwin_m]

That was in the context of continued diesel operation (with poorer acceleration) as well as the acute shortage of capital for MH rebuilding because of the GWEP fiasco. Easing the curve to 110+mph would be of greater benefit to IEP's on the juice and would avoid maintenance on the embankment, over-bridge and slightly longer, more curved route.

I disagree. Better acceleration of EMUs means time loss for speed restrictions is reduced.

Also it's been repeatedly stated that 222s are close to EMU performance levels (and the 810s have had to be beefed up to match them on diesel power). If this is true then calculations based on time saving for 222s will probably remain valid.

However, a better alignment will always speed things up, traction permitting.

That's why NR was thinking of easing the curve in the first place.

It's usually good to explore options when considering something of this nature. But some options will get discarded.

But does electricity consumption have to be taken into account at specific sites due to the geography of the railway? So a heavy drop and then increase in speed either side of the referred restiction would increase power consumption (and maybe regen) at this point?

The traction power supply has to cope with the worst case, which is a train accelerating from zero having made a stop at the station. The extra consumption of a non-stopping train accelerating slightly earlier or braking later (bearing in mind that the worst restriction, on the curve south of the platforms, would remain) is pretty negligible by comparison. A stopping train is unlikely to be going fast enough for removal of this restriction to affect its acceleration.

 

[Bald Rick]

And I would assume it has significant over allowance for out of course events, eg crossfeeding adjacent sections in the event of failure / planned or unplanned switch out of feeding station and also in terms of growth either in number of trains or power consumption of trains or perhaps being required to feed more OLE eg in the case of Braybrooke to its north as well as 'currently' to its south.

All feeders are specified to allow for one adjacent feeder to go off line, and to provide feed for that in full (known as n-1).

 

[38Cto15E]

What is the reason that Colwick Rectory siding is being used for the start and finish of the test runs?

 

[Philip Phlopp]

What is the reason that Colwick Rectory siding is being used for the start and finish of the test runs?

Convenience ?

 

[londonmidland]

What is the reason that Colwick Rectory siding is being used for the start and finish of the test runs?

I assume Leicester LIP is tight for space. It’s always quite full in there.

 

[John Webb]

Napsbury works: Passed probable site yesterday (10/10/20) and still no sign of works - although in Napsbury Lane on the opposite side of the railway one of the utility companies has just started works, but can't see which one!

 

[MadCommuter]

What is being used for the test trains? The only one I could see in RTT was overnight.

 

[Philip Phlopp]

What is being used for the test trains? The only one I could see in RTT was overnight.

The DATS (Data Acquisition and Testing Solutions) train is, I think, at the moment, HST power cars inside which are sandwiched a Class 91, 7 Mark 3 vehicles and another Class 91. There has been, at various points, Class 47 haulage with a Class 90 and Class 91 in the middle of the formation, plus a variety of stock moves involving Class 67 and even Class 20 haulage.

The plan is to test the OLE with various pantograph spacings, so that 2 x Class 810 units with front + rear pantographs, rear + front pantographs and either front + front or rear + rear pantographs can be assessed at upto 125mph, and for the usual permutations for 4/8/12 car Class 360 operation. There's also different pantograph variants (all BR/BW High Speed pantographs) to be double checked.

This being the first serious installation of 125mph capable, multi-pantograph Series 2 based UK Master Series electrification, there's a bit of work going on to make sure it's spot on, and with there being less hurry to get it all signed off, there's a little bit of extra double checking of the installation, just so everybody is doublely satisfied it's all spot on, since it would be (one of) the preferred option(s) for the implementation of the Network Rail Traction Decarbonisation Network Strategy (TDNS) plans, rather than the GWML Series 1 now.

 

[Class 170101]

This being the first serious installation of 125mph capable, multi-pantograph Series 2 based UK Master Series electrification, there's a bit of work going on to make sure it's spot on, and with there being less hurry to get it all signed off, there's a little bit of extra double checking of the installation, just so everybody is doublely satisfied it's all spot on, since it would be (one of) the preferred option(s) for the implementation of the Network Rail Traction Decarbonisation Network Strategy (TDNS) plans, rather than the GWML Series 1 now.

Not Series 1? I thought that was needed for speeds over 100mph?

Is the railway setting itself a difficult challenge with different OLE types all round the country and having to have many types of spares etc to maintain it all? Nevermind the costs for all the parts that may be able to be boughtin bulk to save money.

 

[Philip Phlopp]

Not Series 1? I thought that was needed for speeds over 100mph?

Is the railway setting itself a difficult challenge with different OLE types all round the country and having to have many types of spares etc to maintain it all? Nevermind the costs for all the parts that may be able to be boughtin bulk to save money.

Series 1 was initially designed for multiple pantographs at 125mph/140mph (and actually had compatibility with 155mph operation, with some modifications primarily to tensioning) whilst Series 2 was always going to be fine for single pantographs at 125mph and was designed for the sort of usage intended for the North West electrification - so train formations featuring multiple pantographs at 110mph (i.e 4/8/12 car commuter type EMUs).

The work needed to get the Series 2 design compatible with twin pantographs at 125mph (where it has now acquired the code MS125) wasn't particularly onerous, primarily increasing tension and modifying a few parts to suit that higher tension, but it does mean 140mph running with 1 or 2 pantographs will need significant OLE modification - not likely to be much of an issue with the MML, given its curvaceous nature...

Series 2 is essentially Mark 3 electrification with almost all of the flaws designed out, and with as much mechanically independent registration as possible (though there's a few Mark 3/Series 2 headspans lurking around because of planning requirements - Rainhill from memory has headspans) so has much of the same performance capabilities as the Mark 3 found on the ECML and northern WCML.

There's a significant amount of Series 2 in use now, with those nice (if somewhat shiny, when new) Bonomi/Omnia cantilevers and much more likely to come. The parts in use themselves are largely interchangeable and don't mandate the holding of vast numbers of duplicate parts, Series 2 and MS125 parts are in many cases interchangeable.

 

[GRALISTAIR]

The DATS (Data Acquisition and Testing Solutions) train is, I think, at the moment, HST power cars inside which are sandwiched a Class 91, 7 Mark 3 vehicles and another Class 91. There has been, at various points, Class 47 haulage with a Class 90 and Class 91 in the middle of the formation, plus a variety of stock moves involving Class 67 and even Class 20 haulage.

That sounds very “Franky” as in franckentrain

 

[59CosG95]

MML Wiring Progressometer 46.0 (Updated as of 13th of October 2020)
Mileages are from St. Pancras. Unless mentioned otherwise, all reference to the "Fast" side refers to tracks on the western side of the "10-foot" (centre of the track pairs), and the "Slow" side for the tracks on the eastern side.
Foundations, steelwork, catenary & contact complete.

South of Bedford

• In the Cricklewood area, around 13 new structures are gradually being erected; these are confirmed to be part of the works for the new Brent Cross West station.
• Power Supply Upgrade Infrastructure south of Bedford station:
  • Napsbury ATS (Auto Transformer Site); no idea where it's planned to be sited. Perhaps near the North Orbital Commercial Park? No obvious signs of work yet.
  • East Hyde MPATS (Mid Point AT Site); compound established (but so far empty) off Cooters Hill Lane. No obvious signs of work yet.
  • Leagrave SATS (Sectioning ATS); possibly to be sited immediately south of Leagrave station? No obvious signs of work yet.
  • Chalton ATFS; pretty much ready. Works on 11/12 July seem to show that it was commissioned, and has replaced the old Sundon FS. (The oil bunds for the autotransformers currently have no transformers above them, so one can assume it'll be feeding in booster transformer mode, as per the S.Q.)
    Sundon FS is yet to be disconnected as of 13/10/20.
  • Ampthill TSC (new); LIVE. The legacy TSC was decommissioned as the new ASG container was commissioned, with a simplified spanwire disconnector arrangement, over 11/12 July 2020. Designed as Ampthill SATS, but no ATF provision yet, so it only functions as a TSC for now. Still on site as of 13/10/20.
  • Bedford ATS; pretty much ready. Works this weekend (11/12 July) seem to show that it was commissioned, and might well have replaced the existing slow-lines only TSC. (No ATF provision yet, however, so it only functions as a TSC.)

Bedford (49m 65ch) - Wellingborough (65m 09ch); LIVE

• Wires through Bedford on the Down Fast (P4) are now complete. Additionally, the existing wires on Platforms 2 & 3 are now extended to Tensorex portal SPC2/80/599, replacing the former Balance Weights north of the island platform.
• Bromham Rd O/B now reopened - the temporary footbridge has been removed.
• Irthlingborough Road Bridge has now been replaced - its reopening date has been pushed back to December 2020.
• Sharnbrook MPTSC (Mid-Point Track Sectioning Cabinet), north of Templars Way overbridge, has been LIVE since 20/4/20. (This was designed to be a MPATS, but was de-scoped when OLE was cut back to Kettering)
• The switching site at Wymington (Irchester TSC) is now LIVE. (This was designed to be a SATS, but was de-scoped when OLE was cut back to Kettering)

Wellingborough (65m 09ch) - Kettering (72m 01ch); LIVE

• Work to return the 4th platform (P4) at Wellingborough to public use is now well advanced.
• All lines are now wired within Wellingborough station. These continue along all lines to Kettering.
• North of Wellingborough, the Down Goods Loop (west of the Down Fast) and the Arrival/Departure Line (adjacent to the not-yet-in-service Up Slow) are now wired, along with the westernmost siding in Wellingborough Up Yard. There doesn't seem to be any concrete plan to put northern access into the yard yet, though.
• The feeding/switching site at the old site of Finedon Station has been confirmed as Harrowden TSC; it was designed as Harrowden ATS but until the autotransformers arrive it's a TSC. Most large-scale connections are complete, however smaller scale connections (e.g. black/red bonds) are a bit trickier to see.
• 2 TTCs (SPC3/109/586/US + SPC3/109/636/US), located south of Finedon Station Rd, are lacking arms on both cantilevers. These have been fixed since - confirmed 13/10/20.
• Work to transform the former Kettering Yard into an EMU stabling facility (KES; Kettering Electric Stabling) is complete.

Kettering (72m 01ch) - Glendon Jct (74m 00ch) - Corby (79m 40ch); LIVE

• All 4 lines are now wired through Kettering station. On the Fasts, wires finish at Tensorex portal SPC3/116/654 (also the live limit on the Fasts; 72m 40ch), while those on the Slows continue to Glendon Jct & Corby, and thence to the limits of wiring.
  Limits of Wiring:
  
  • Down Corby: GSM1/127/641.
  • Up Corby: GSM1/128/317.
  • Corby Reception Line: GSM1/128/478. (79m 68ch)
• At Glendon, the new Kettering North SATS (Sectioning Autotransformer Site; TSC until 810s arrive) has been connected to the OLE on the Corby lines. Spanwires for the Main lines are coiled up O.O.U. until wires head to Market Harborough.

Glendon Jct (74m 00ch) - Market Harborough (82m 74ch) - part of Key Output 1A

• Braybrooke Substation (ATFS) approved. To be located here: (https://goo.gl/maps/fuy1uZeDjdQ2).
• Enabling Works happened; the land has now been returned to its original state (possibly to keep land in original condition?). Civils & Electrical Design contract awarded.
• The extent of wiring towards Market Harborough has now been as good as confirmed to reach the station. Approval has been given for final design work to be carried out on that section of route.
• Ground Investigation Works are taking place between Kettering & Great Bowden (north of Market Harborough); this implies Great Bowden will be the northern limit of wiring until further wiring gets authorised.

The Future - Midlands Engine Rail (Midlands Connect), MMLU Key Output 2 & HS2

• Electrification proposed from Market Harborough to Leicester, Loughborough, Nottingham & Derby; as part of the Midlands Connect strategy. The March 2020 Budget committed to the scheme; details are alleged to be found in the July Spending Review. When this will actually be released (what with COVID-19) remains to be seen.
• Electrification proposed from Clay Cross HS2 Connection to Sheffield (Midland) as part of HS2 works.
• Currently, no electrification is proposed between Clay Cross HS2 Connection & Nottingham, or Tupton & Derby (via Belper).
  
  Any updates would be greatly appreciated.

 

[Legolash2o]

Why doesn't the Mileage on the Down Corby go as far as the Up Corby? Is that the planned design or will it eventually be built. I suspect electric trains going to Corby will have to cross onto the Up track to reach the station?

EDIT: Just seen Corby only has one platform so I suspect the latter question is correct.

 

[Ianno87]

Why doesn't the Mileage on the Down Corby go as far as the Up Corby? Is that the planned design or will it eventually be built. I suspect electric trains going to Corby will have to cross onto the Up track to reach the station?

EDIT: Just seen Corby only has one platform so I suspect the latter question is correct.

Yes, the only platform is on the Up line, so the Down line wiring will end at the crossover to access it.

 

[Legolash2o]

Yes, the only platform is on the Up line, so the Down line wiring will end at the crossover to access it.

Thanks.

Just updating my maps.

 

[Thebaz]

Does the Leicester remodelling include passive provision for the possible return of Ivanhoe line services? Or will that now have to worked into the design?

 

[Mollman]

Does the Leicester remodelling include passive provision for the possible return of Ivanhoe line services? Or will that now have to worked into the design?

That probably relies on having an idea of where the Ivanhoe line will connect to the MML - currently a south-facing connection with the north curve being under an industrial estate.

 

[jfowkes]

Does the Leicester remodelling include passive provision for the possible return of Ivanhoe line services? Or will that now have to worked into the design?

That probably relies on having an idea of where the Ivanhoe line will connect to the MML - currently a south-facing connection with the north curve being under an industrial estate.

Interestingly the TDNS does have Leicester-Burton on its map of lines to electrify. I don't know whether they were just thinking of freight or a possible return of passenger services too.

 

[Bald Rick]

Interestingly the TDNS does have Leicester-Burton on its map of lines to electricify. I don't know whether they were just thinking of freight or a possible return of passenger services too.

Just freight

 

[Roast Veg]

Interestingly the TDNS does have Leicester-Burton on its map of lines to electrify. I don't know whether they were just thinking of freight or a possible return of passenger services too.

I found this exceedingly curious, since there isn't even much in the way of freight on that line is there?

 

[Bald Rick]

I found this exceedingly curious, since there isn't even much in the way of freight on that line is there?

There’s loads! Almost entirely on the eastern half, from Stud Farm / Bardon to the MML.

 

[WestRiding]

Is it looking like Sheffield will now get electrified?

 

[Philip Phlopp]

Is it looking like Sheffield will now get electrified?

There's a team working on revising the previous cost estimates, now that there's a bit of a change in what system and components could/will be used, plus feeding in the electrification cost challenge report, GWEP autopsy etc, to more accurately assess the costs involved. That'll end up with the Treasury who will decide on whether to re-authorise the full program.

 

[Phillipimo]

Sorry if this known about. In the article there is a small thumbnail size image of the test train at night at a recently wired MML station, but you cannot make out much.

Testing begins on Midland Main Line electrification

Testing using electric locomotives begins on Midland Main Line

www.railmagazine.com

Testing of the Midland Main Line’s new overhead line equipment has begun.
Wires have been erected from Bedford-Corby/Kettering. It’s planned that electric trains should start running north of Bedford from next May, although Rail Minister Chris Heaton-Harris has previously suggested that trains could start running earlier once the testing is complete.
Initial testing has been mechanical, running between Bedford, Kettering and Corby.
Network Rail spokeswoman Kathryn Muffett explained that this involves running with the first pantograph in the train raised at speed, and running under the OLE, although the electric locomotive is not under power.
She said this was a key achievement for the project because it meant the full suite of mechanical testing had been completed (as planned) at speeds up to 110mph.
Within the next few weeks, dynamic testing (performing as if in service) is expected to start - initially with a two-pantograph train. Eventually, that will be reformed, and a three-pantograph train will carry out further dynamic testing.

• For the FULL story, read RAIL 916, published on October 21, and available digitally now.

 

[InTheEastMids]

Within the next few weeks, dynamic testing (performing as if in service) is expected to start - initially with a two-pantograph train. Eventually, that will be reformed, and a three-pantograph train will carry out further dynamic testing.

The 3 pantograph testing sounds interesting... My sketch on a post-it suggests that to emulate the pantograph spacing on a 3x360, they'd need 5 trailers and 3 electric locos in the formation. That seems quite a lot heavier than even a 2+9 IC125, would it actually be able to crack 110 if the electric locos are all unpowered?

 

[Philip Phlopp]

The 3 pantograph testing sounds interesting... My sketch on a post-it suggests that to emulate the pantograph spacing on a 3x360, they'd need 5 trailers and 3 electric locos in the formation. That seems quite a lot heavier than even a 2+9 IC125, would it actually be able to crack 110 if the electric locos are all unpowered?

Easily - HST in good fettle will sit all day long at 135mph, so 110mph with a bit of extra weight won't be an issue.

 

[railneighbour]

Could this be a test run tonight? https://www.realtimetrains.co.uk/train/65109/2020-10-20/detailed

Edit, perhaps not, as it seems to originate beyond Nottingham.

 

[Bald Rick]

Could this be a test run tonight? https://www.realtimetrains.co.uk/train/65109/2020-10-20/detailed

Edit, perhaps not, as it seems to originate beyond Nottingham.

Looks like it is from the Schedule. Unlikely to be anything else.