Transpennine Route Upgrade and Electrification updates

[Nicholas Lewis]

Update from a trip yesterday.

All 4 lines from Church Fenton to Ulleskelf have contact and catenary wire, where the Down Normanton runs out. From Ulleskelf to around Bolton Percy, the Up Leeds/Down Leeds and Up Normanton have contact wire and catenary.

Colton South Jn ladder is fully wired with contact wire and catenary onto the Down Leeds, I was unable to see if they have joined the gap to the existing ECML on the Down Leeds.

Aren't they using next two Christmases to tie in new and old at Colton Jcn?

 

[59CosG95]

Aren't they using next two Christmases to tie in new and old at Colton Jcn?

I believe so. From what I can tell, the new anchors of the existing wires (i.e. the overruns on the DL/UL/DN/UN) will also anchor the new wires that get closest to York without directly interfacing with the ECML wires. There will of course be the carrier wire neutral section too, but I suspect they'll be the wires that connect the two at those Christmases.

 

[snowball]

Track relaying coming up at Stalybridge.

Plans in place for Stalybridge rail weekend closures

Passengers will be able to continue to move between Manchester and Huddersfield via diversionary routes, as two weekends of essential track work to transform train journeys through Stalybridge starts this September.

www.networkrailmediacentre.co.uk

Passengers will be able to continue to move between Manchester and Huddersfield via diversionary routes, as two weekends of essential track work to transform train journeys through Stalybridge starts this September.

As part of the multi-billion-pound Transpennine Route Upgrade, more than 125 railway engineers are set to work around the clock as they replace 1.2km of rail track at Stalybridge, which will bring smoother, more reliable journeys.

This essential upgrade is a steppingstone towards the future introduction of cleaner, quieter, electric trains between Manchester and Stalybridge and onward to Huddersfield, Leeds and York.

Passengers can keep their plans on track while the work takes place over the first two weekends in September (Saturday 3 and Sunday 4, Saturday 10 and Sunday 11).

Rail services will be diverted between Manchester and Leeds via the recently upgraded Calder Valley Route and buses will be provided for shorter journeys between Manchester and Huddersfield and stations in between.

Trains will run to alternative timetables, so please check before you travel at National Rail Enquiries and leave extra time. We also advise passengers to check with their train operator for the latest updates.

For more detailed information on the alternative arrangements for passengers, including bus services, please visit www.thetrupgrade.co.uk/upcomingclosures.

 

[Nicholas Lewis]

Track relaying coming up at Stalybridge.

Plans in place for Stalybridge rail weekend closures

Passengers will be able to continue to move between Manchester and Huddersfield via diversionary routes, as two weekends of essential track work to transform train journeys through Stalybridge starts this September.

www.networkrailmediacentre.co.uk

More like premature renewal

 

[Buspilot]

That will be if they have fixed the water leak and flooded tracks around Fairfield.

 

[Geeves]

Its not fixed but the engineering trains are just doing loops via Brighouse or with reverals at Guide Bridge

 

[nr758123]

Its not fixed but the engineering trains are just doing loops via Brighouse or with reverals at Guide Bridge

Surely the line must be closed somewhere between Huddersfield and Marsden, otherwise TPE would be running trains as far as Marsden and then bus replacement from there to Stalybridge/ Manchester?

 

[CAF397]

No passenger trains Huddersfield to Marsden, but the Class 5s from the Hull-Huddersfields is running to Marsden to get out of the way/reverse.

 

[Geeves]

I think while they could run a service and buses from Marsden they dont because its easier to organise passengers at Huddersfield.

 

[61653 HTAFC]

I think while they could run a service and buses from Marsden they dont because its easier to organise passengers at Huddersfield.

And far easier for the replacement buses to access the M62 to get to Manchester. If everything was run from Marsden that's a lot of extra traffic over the top of Standedge.

 

[Class 170101]

Surely it would be better to run the Hulls in service to Marsden as a local service for local people rather than forcing them onto a bus regardless to Huddersfield.

 

[61653 HTAFC]

Surely it would be better to run the Hulls in service to Marsden as a local service for local people rather than forcing them onto a bus regardless to Huddersfield.

Something along those lines (pun not intended) has been done in the past for planned blockades, not quite as easy to organise at short notice. For one thing, it would limit all Hull services to a single set due to turning back in Marsden platform 3.

 

[nr758123]

Something along those lines (pun not intended) has been done in the past for planned blockades, not quite as easy to organise at short notice. For one thing, it would limit all Hull services to a single set due to turning back in Marsden platform 3.

Why would it limit to a single class 185 set? Marsden platform 3 was extended to allow double class 185s using selective door opening, the work being carried out at roughly the same time as platform 3 was taken out of regular use.

 

[Watershed]

Why would it limit to a single class 185 set? Marsden platform 3 was extended to allow double class 185s using selective door opening, the work being carried out at roughly the same time as platform 3 was taken out of regular use.

Because the points and signals to allow for a turnback are right at the Huddersfield end of the platform. So anything longer than a 3 car set just doesn't fit in the available length.

 

[LOL The Irony]

Because the points and signals to allow for a turnback are right at the Huddersfield end of the platform. So anything longer than a 3 car set just doesn't fit in the available length.

Would drawing forward not work?

 

[nr758123]

Because the points and signals to allow for a turnback are right at the Huddersfield end of the platform. So anything longer than a 3 car set just doesn't fit in the available length.

In theory I understand. Except that on Saturday the empty stock working I saw coming back from Marsden after reversing was 6 carriages, which on the basis of what you have said ought to be impossible. What if anything have I overlooked?

 

[Watershed]

In theory I understand. Except that on Saturday the empty stock working I saw coming back from Marsden after reversing was 6 carriages, which on the basis of what you have said ought to be impossible. What if anything have I overlooked?

It's possible to turn back longer trains, but that requires that the train stops beyond the signal protecting Standedge Tunnel. Which isn't possible if the Tunnel, or anything at the Diggle Jn side, is under possession.

 

[nr758123]

It's possible to turn back longer trains, but that requires that the train stops beyond the signal protecting Standedge Tunnel. Which isn't possible if the Tunnel, or anything at the Diggle Jn side, is under possession.

So that must have been what happened this weekend. What's the difference, if any, between an empty stock movement to Marsden and back, and running that train in passenger service?

 

[Watershed]

So that must have been what happened this weekend. What's the difference, if any, between an empty stock movement to Marsden and back, and running that train in passenger service?

The SDO system only works for a 'front x coaches' scenario. So if you're stopping beyond the start of the platform, you can't run in passenger service because you'd otherwise end up with doors released that aren't adjacent to a platform.

In theory you could simply release a local set of doors on each unit but it's not an authorised method of work.

 

[CAF397]

Incorrect.

The SDO system on a 185 is a track based beacon that gives each individual vehicle that passes over the beacon a permit to release, and a platform length. When the vehicle comes to a stand, as long as its passed over the beacon and is within the platform length will enable the doors.

Should that vehicle proceed further than the platform length, the vehicle will not have the doors enabled, thus they will be locked.

You are correct about it not being a current method of working.

You are incorrect about having to proceed past the signal protecting Standedge tunnel, though. You can fit an entire Biomass freight train in Marsden loop, so it's entirely possible to call at Marsden with a 6-car, dispose of the passengers, then draw forward enough so that the Huddersfield end of the train is now in clear of the signal. The C-ASDO will still be in play, and only the now leading 1 or 2 vehicles will be enabled for release for boarding passengers, with the rest of the train that's passed the platform length having passed over the beacon being locked.

It would be a messy method of work.

What would be better is extending the Leeds-Huddersfield stoppers to Marsden as they are only 3-cars and use the Up Huddersfield platform 2 to reverse in. You keep a local train running for local passengers, all coaches are accommodated, a main aspect signal is provided to return from, and the timings work to pick up the path from Huddersfield back to Leeds.

 

[LNW-GW Joint]

Checked out Vic to Stalybridge today.
Most obvious new work was a relaid Down line covering most of the plain line east of Ashton.
There are 6 piles in the wide gap between P2 and P3 at Stalybridge I haven't seen before.
Several lengths of earth wire are up on the south side of the line west of the M60, including one on the Denton branch.
The North side has a earth wire round the curve at Miles Platting.
Still plenty of steelwork to go up in places, notably on the 4-track section.

 

[td97]

Most obvious new work was a relaid Down line covering most of the plain line east of Ashton

Correct. Next weekend is the Up line renewal (broadly the adjacent region).

Also due soon:

• Several gravity foundations are required in the Ashton station and M60 regions.
• OLE switching updates near Ardwick TSC (here)

 

[LNW-GW Joint]

Correct. Next weekend is the Up line renewal (broadly the adjacent region).

Also due soon:

• Several gravity foundations are required in the Ashton station and M60 regions.
• OLE switching updates near Ardwick TSC (here)

Looked like a gravity pad going in just off the P5 buffers at Stalybridge.
The new crossovers must be in a later possession?

 

[Geeves]

The plans might've changed but (I believe) in the past the plan was to wire into the platform 5 bay in the short term, then remodel the main station (at what ever date) and then carry on with all the rest of the steel work and wires

 

[Revaulx]

Checked out Vic to Stalybridge today.
Most obvious new work was a relaid Down line covering most of the plain line east of Ashton.
There are 6 piles in the wide gap between P2 and P3 at Stalybridge I haven't seen before.
Several lengths of earth wire are up on the south side of the line west of the M60, including one on the Denton branch.
The North side has a earth wire round the curve at Miles Platting.
Still plenty of steelwork to go up in places, notably on the 4-track section.

Now that’s interesting, because the only overline structures that haven’t been dealt with yet are the short tunnel and Stamford Street bridge to the east of Ashton station. Maybe they’re ok as they are?

 

[LNW-GW Joint]

Now that’s interesting, because the only overline structures that haven’t been dealt with yet are the short tunnel and Stamford Street bridge to the east of Ashton station. Maybe they’re ok as they are?

From memory, I think the relaid route starts to the east of those structures.

 

[Revaulx]

From memory, I think the relaid route starts to the east of those structures.

Ah ok. I’ll have a recce later.

 

[59CosG95]

Double Whammy of news!
First off on the East side - the new troughing (9.6km worth) between Castleford & Milford has been completed in advance of commissioning the new crossover at Cutsyke.

https://www.linkedin.com/posts/tru-...Lo?utm_source=share&utm_medium=member_android

We’re pleased to say that our colleagues working on our Castleford project have reached a key milestone between Castleford and Milford, which has involved completing 9.6km of troughing and cable management along the railway. This is a great achievement and will enable pre-testing activities to be undertaken, putting us one step closer to the commissioning of a new crossover at Cutsyke, which will enable trains to utilise platform 2 at Castleford in the future. We will also increase the headways at Milford providing greater capacity for the network and commission a new operational panel at Castleford signal box. Once completed, this will increase reliability for the power system along the route.

Secondly, on the West side - piling works have started at Batley. No idea if these are OLE piles, signalling piles or civils piles - but progress is progress!
https://www.linkedin.com/posts/matt...8T?utm_source=share&utm_medium=member_android

Good day today at Batley station today ready for day two tomorrow all works complete and all home safe Lundys do it all again tomorrow team Lundys

 

[petersi]

For those out side the area this video gives some idea of progress from Victoria to Stalybridge

Claims to be recorded 09/2022

 

[jonesy3001]

For those out side the area this video gives some idea of progress from Victoria to Stalybridge

Claims to be recorded 09/2022

No change by the looks of things, gaps from bromley street to miles platting junction, the m60 bridge and from oldham road bridge to stalybridge.