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MML Electrification: progress updates

GRALISTAIR

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It is insane that Sheffield overall is not wired already.

Agreed - but don't want to take this into the speculation section. I know Brexit is occupying minds at the moment but with climate change and Scotland doing what they are doing I am hopeful. Sheffield is a big city so it needs wires. I don't make decisions but I would actually start from Sheffield and work south towards Nottingham but even before that wire Sheffield to Doncaster and then on a rolling programme do Sheffield Leeds then Sheffield to York but if people etc became available work south. Market Harborough to Leicester must surely feature and if you want to decarbonize freight then surely at some point Nuneaton (ideally to Birm NS) to Leicester and onwards. All interact with eventual MML electrification.
 
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MarkyT

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Market Harborough to Leicester must surely feature and if you want to decarbonize freight then surely at some point Nuneaton (ideally to Birm NS) to Leicester and onwards. All interact with eventual MML electrification.
There are some significant infrastructure changes mooted around Leicester to increase capacity and segregate flows, to handle increased freight from the eastern ports for instance. It is extremely important for avoidance of rework and control of costs to firstly decide precisely what reconfigurations are required in the area and to complete the track and signalling changes before tackling the stanchions and wires, especially in the complex multitrack and junction areas that characterise this part of the route. Bi-mode trains give a realistic timescale within which to complete these schemes while still being able to take advantage of the existing wiring further south and perhaps allow islands of OHLE further north to be created where the track and signalling infrastructure is already reconfigured and compatible. Diesel engines can eventually be removed from the trains once sufficient wiring is available for batteries to power through the gaps.
 
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londonmidland

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Interestingly at the north end of Kettering station there are two WCML style MK1 portals, spanning across four tracks.

The picture below is the style of OLE portal I am talking about. I didn’t think this design was used anymore for new electrification projects and it’s even stranger to see it being used on the MML.

631901D3-5B4A-4193-8B70-B7211DB4FE6A.jpeg
 

edwin_m

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Interestingly at the north end of Kettering station there are two WCML style MK1 portals, spanning across four tracks.

The picture below is the style of OLE portal I am talking about. I didn’t think this design was used anymore for new electrification projects and it’s even stranger to see it being used on the MML.

View attachment 68269
The twin-track cantilevers mostly used on the MML look to be a similar lattice design, so it may be based on those.
 

59CosG95

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Interestingly at the north end of Kettering station there are two WCML style MK1 portals, spanning across four tracks.

The picture below is the style of OLE portal I am talking about. I didn’t think this design was used anymore for new electrification projects and it’s even stranger to see it being used on the MML.

View attachment 68269
The portal there is definitely Mk1, but it still looks very out of place among all the Mk3 spanwire assemblies! It must have been a specially authorised design, bearing in mind that Mk1 was Imperial, and Mk3 is Metric, as the more modern Castellated portals (as seen near Harringay on the ECML, and more modern schemes since) hadn't been added to the Mk3 range yet.

However, the TTC assemblies used today date from the Mk3 era, although they don't have the beak-like nose for spanwires nowadays.
 
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Proposals to establish junctions between the classic network and HS2 were mentioned on East Midlands regional tv news bulletins tonight; not very explicit, but the proposals have been made by Midlands Connect and are to enable trains to run between Nottingham and Birmingham via the southern end of HS2's eastern arm, and Bedford/Leicester/Loughborough and Leeds via the section of HS2 north of Toton.

According to the news bulletins, each proposal would require electrification of the MML north of Market Harborough to enable the services to be worked by HS2 classic compatible trains; note that Market Harborough was specifically mentioned (without any equivocation) as the northern end of the electrified portion of the MML
 

InTheEastMids

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I have not seen that confirmation.....yet? There is no sign of any work for the Braybrooke feeder station either.....

I think there's some early works going on now, s couple of earth movers have been working near the rail boundary to the South of the transmission tower where the substation will be connected
 

59CosG95

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Anyone interested the following YouTube video shows a driver's can view from London to derby (filmed very recently.)

Bedford starts at 36:29, shows the level of work being carried out.
Note also that in the Cricklewood area (north of the station up to around Staples Corner), a lot of new structures are starting to go up. This starts around 11 minutes in.
 

Flying Phil

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I think there's some early works going on now, s couple of earth movers have been working near the rail boundary to the South of the transmission tower where the substation will be connected

Seeing this post I had to pop along and found this happening....DSCF7031a small.jpg
 

Flying Phil

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Slightly worrying is the state of the small "Three Arches Bridge" which leads to the site. There has been repointing work done with "tell tales" dated 01/16...and all of them are slightly cracked already. I hope there are not very heavy transformers etc. going over it in a few months time without a close inspection....DSCF7034 small.jpg
 
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InTheEastMids

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Slightly worrying is the state of the small "Three Arches Bridge" which leads to the site. There has been repointing work done with "tell tales" dated 01/16...and all of them are slightly cracked already. I hope there are not very heavy transformers etc. going over it in a few month time without a close inspection....

The main access road will be from the A6,
The plans are available to download from Kettering Borough, application KET/2017/0791.

What's the clearance like under the bridge? Will it be replaced to electrify? Or does that repointing (in 2016 presumably) mean that it didnt need doing?
 

Kettledrum

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Slightly worrying is the state of the small "Three Arches Bridge" which leads to the site. There has been repointing work done with "tell tales" dated 01/16...and all of them are slightly cracked already. I hope there are not very heavy transformers etc. going over it in a few months time without a close inspection....View attachment 68387
I've had some re-pointing done on my house, and if it had looked like this, I would not have accepted the standard of work. The 2016 work looks like a temporary fix akin to "papering over the cracks"
 

InTheEastMids

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A couple more observations of progress

1. Wellingborough: New platform 4 construction is advancing, with concrete facings appearing
2. Kettering: There's a small chunk of platform canopy missing at the North end of P3, and it looks like work is starting to extend P3 at the South end
3. Looks like the limit of current electrification on the Leicester lines will be about 500m North of the station
4. I think the slow lines are completely wired all the way from the A6 Great Ouse Bridge near Bedford North Junction to at least Sharnbrook Junction
 

John Webb

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I've had some re-pointing done on my house, and if it had looked like this, I would not have accepted the standard of work. The 2016 work looks like a temporary fix akin to "papering over the cracks"
Is it possible this is just paint sprayed on the surface so that any further cracks are more apparent when (or if) they occur?
 

59CosG95

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News from the Midlands Engine Front...
Midlands Engine Rail.jpg
The grey line (representing MML Electrification) is shown now to be extended north from Market Harborough to Derby & Nottingham, presumably also Clay Cross to Sheffield as part of HS2 Conventional Compatible Services. Looks like the mothballs are being removed!
 

59CosG95

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And keeping current progress up to date:
MML Wiring Progressometer 32.1 (as of 12th of September 2019)
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.

South of Bedford
  • In the Cricklewood area, around 13 new structures are gradually being erected; these are assumed to be replacements for headspans in the area. Pictures will follow.
  • Just south of Sundon FS, Lower Farm Rd ATFS is being commissioned - this will allow for a increase in electric traction on the route.
  • From structure SPC1 79/659/DF, just north of the Great Ouse Viaduct, new masts are going up on either side of the Fast tracks to support Bonomi Omnia (i.e. S2/UKMS) cantilevers. All of them appear to be up.
  • Just south of the new Sectioning AT site (?) south of Bedford, 2 pairs of spanwire Feeder masts (for switching) are being installed; the more northerly pair's mast adj. to the Up Fast has yet to be installed.

Bedford (49m 65ch) - Wellingborough (65m 09ch)
  • Work to raise Ford End Rd bridge is now complete.
  • On the Fast side, behind Bedford P4's fence, masts to support troughing appear to have been erected. These may carry feeder cables or similar.
  • Two Tensorex portals are now up immediately north of Bedford. Between them lies a "castellated" portal, which has a spanwire feeder mast adjacent to it in the Down Fast Cess. It has yet to receive its twin on the Up side.
  • One TTC is awaiting installation just south of Bromham Rd Bridge in the Down Fast cess; its pile is driven.
  • Over the pointwork of Bedford North Jct (just north of Bromham Rd Bridge), the majority of masts now have booms (either TTC or Portal).
  • The southernmost portal on this stretch is missing its Up side leg, and also its boom. Just north of it, two pairs of spanwire feeder masts have gone up. North of them, two pairs of Tensorex Portal legs are awaiting their boom.
  • Between Bedford North Jct & Sharnbrook Jct, about 90% of masts are up on both sides of the line.
  • Aerial Earth Wire is now up on both sides between Bedford & Oakley, verified in the Clapham area. All four lines are now wired past the former site of Oakley Station as far north as the Tensorex portal between Oakley Viaduct & Highfield Rd. Two-track portals now appear to be up over Oakley Viaduct too (on both lines).
  • The Fast Lines are wired (C&C, plus Aerial Earth on both sides) from just north of the A6 (Great Ouse Way) O/B; the Slow Lines start from the next Tensorex Portal at Lower Farm Rd.
  • In the Milton Ernest area, C&C on the Up Slow stops at the Tensorex portal immediately south of Milton Ernest Viaducts. Wires on the Up Fast stop at the "wicket-keepers" immediately south of Radwell Rd O/B, while the Up Slow is wired again from the Tensorex portal a few structures south. North of there, wires continue on all lines except the Up Fast.
  • Both Slow Lines are now fully wired over Radwell Viaduct.
  • Between Radwell Viaduct & Moor End Lane O/B, C&C resumes on the Down Fast. All 3 wire runs on the Down Fast, Down Slow & Up Slow terminate shy of Sharnbrook Viaducts.Two pairs of spanwire feeder masts (one pair for the Slows, one pair for the Fasts) are also up, but have not received any switching equipment yet; these are located between the end of the aforementioned wire runs and the southern end of the viaducts.
  • Four twin track portals have now gone up over the Slows at Sharnbrook Viaduct; a similar number of TTCs have gone up over the Fasts (bolted on the Up Fast side).
  • Around Sharnbrook Jct (south of Templars Way O/B), at least 4 piles have gone in adjacent to the proposed alignment of the future Up Slow.
  • North of Templars Way overbridge, an AT switching site has been constructed in the former works compound. A pair of spanwire feeder masts are adjacent to the northern perimeter of said compound.
  • Almost all masts are now up over the Slow lines, from just north of Park Ln, Sharnbrook (https://goo.gl/maps/df2As431FDr) to Sharnbrook Rd overbridge (southern end of Souldrop bank); the 4-tracking here is not yet complete as signals "WH378" and “LR 8” sit right in the path of the restored Up Slow. Some TTCs have now gone up on the Fasts between these bridges too.
  • At Souldrop (between Sharnbrook Rd & Back Lane overbridges), 400m approx of Aerial Earth Wire (AEW) has gone up on the Slow side TTCs. On the Down Slow (to be), a run of C&C has now gone up, continuing south of Sharnbrook Rd to a point halfway between Sharnbrook Rd and Park Ln O/B's. The corresponding MPA portal on the Fast lines is now erected, but SPS, cantilevers & registration arms have yet to be installed. The Fast side AEW is also up to the south of Sharnbrook Rd, but is not registered on the portal.
  • On the Fasts, wires are now up from the 2nd-closest Tensorex portal south of Back Lane Bridge (aka Odell Viaduct), and continue north until just shy of Irchester, where the Fast lines rejoin the Slow lines. Three pairs of Spanwire Feeder masts are being installed at the northern end of the Fasts on this stretch, although the central one on the Down Fast side has yet to be installed.
  • North of Sharnbrook Tunnel, the first 15 piles (13 Down, 1 Up) now bear steelwork. 11 of these are TTCs (all on the Down side); the other 4 will bear SSAs "wicket-keepers" for wire run terminations in Tensorex drums on either side of the running lines.
    South of Bridge WYM-4 (adjacent to the New Inn), 9 of the 17 piles are now in on the Down side of the Slow lines - presumably for the (future) Down Slow at least.
  • Between Wymington (https://goo.gl/maps/apZ6wwj9StR2) and Wellingboro', intensive 4-tracking is underway. Near the Google Maps link posted for Wymington, the car park used for the 4-tracking works now houses a switchgear cabinet/AT site.
  • In the southern area of the Wymington Deviation, around 9 masts are now up on the Fasts (single cantilever type). North of Souldrop Tunnel, all 7 piles south of the footbridge at 60m56ch (5 down, 2 up) now have masts (4 STCs, 3 TTCs), and another 7 piles (6 of which bear boomed TTC masts) are up to the north. Wires run north of the footbridge, past Wymington Village, but finish before the Slows rejoin the Fasts.
  • On the Slows at the northern end of the "deviation", a number of STCs and TTCs have gone up, with at least two twin track portals also up.
  • The Up Fast runs north further towards Wellingborough than the other 3 lines.
  • Just north of the A45 overbridge, a number of portals (2-track & 4-track?) are awaiting installation.
  • Irthlingborough Viaduct still has no masts, although brackets have been installed now on the Slow Lines' viaduct.
  • Between Irthlingborough Viaduct & I'borough Rd Bridge (i.e. the Kangaroo Spinney area), virtually all TTCs have booms now. The Fast side is seeing much more progress than the Slow side, with masts/booms nearly at I'boro' Rd Bridge. (Progress on the Slows stops west of signal LR 23.) A 4-track portal is being erected, with the boom not yet in situ - the structure number is "SPC2 103/387". Both "DF" & "US" masts are up.
  • Irthlingborough Rd Bridge was demolished on Christmas Day 2018 - only the utilities pipe remains. A temporary footbridge has also been erected. Immediately north of the temporary bridge, 2 pairs of TTCs (1 pair in the Fast side cess, the other pair in the 10-foot) have gone up complete with booms, and a mast for a Tensorex Anchor portal has gone up too (in the Slow side cess). Immediately south, 1 4-track portal leg & one boomed TTC are up in the Fast Side cess.
  • Just south of Wellingborough Viaduct, 4 wicket-keeper masts are due to go up; the Down Fast one has been erected, but lacks Tensorex drums. The other 3 are in the 10-foot/cess. North of the viaduct, the 6 nearest TTCs on the Slow lines still lack booms.

Wellingborough (65m 09ch) - Kettering (72m 01ch)
  • Immediately south of the station, MPA portals are going up.
  • Preparations to return the 4th platform (P4) at Wellingborough to public use have now begun. Concrete facings for P4 are now appearing.
  • Two piles are in next to each other just north of P1; one of which now bears a boomed TTC mast. The other must be for a backstay.
  • Extensive 4-tracking laid (except at points where existing infrastructure has to be moved).
  • Between Mill Rd O/B, and Finedon Rd O/B, over 95% of steelwork is now up. Only a few things remain outstanding, like Anchor Portal Backstays, Across Track Feeder masts etc.
  • North of Finedon Rd Bridge, all portal booms are now up.These accompany the TTCs over both pairs of lines near Wellingborough Yards; SPS and cantilevers are now starting to go up.
    South of these booms, a TTC (boom facing the Slow side) has been erected in the 10-foot.
  • Rumours are afoot that the two western sidings in Wellingborough Up Yard (those nearest the Up Slow) will be wired and used by NR. These rumours also state that a northern connection to the yards will be provided as well.
  • TTCs stretch north from Wellingborough Yards over both pairs of lines as far north as the Weetabix factory (north of Burton Latimer).
  • At Harrowden Junction, assembly of two Anchor Portals has begun, but only the southern one has a boom. The signal gantry still appears to be in situ.
  • In the Harrowden Junction area, TTCs largely look complete, with only Anchor Portal booms being the only missing parts.
  • A new AT site is going in at the former Finedon Sidings; six pairs of spanwire feeder masts are now all up on either side of the line where the switching equipment will be suspended.
  • At Burton Latimer (south of the Weetabix factory), power lines (National Grid) might be due a raise; taller wooden poles have been erected adjacent to the existing ones.
  • Almost all (if not all!) masts and booms have now gone up around Kettering Headlands.
  • Ground clearance works ongoing at Kettering Yard; the yard will be electrified as part of an EMU stabling facility.
  • A number of TTCs have now been erected on the southern approach to Kettering station, roughly parallel to Kettering Yard. So far, these amount to 8 over the Fasts (4 having booms) and 5 (all boomed) over the Slows. At least 1 STC and 2 Anchor Portal uprights are also up next to the Slows.

Kettering (72m 01ch) - Glendon Jct (74m 00ch) - Corby (79m 40ch)
  • Works appears to have started to extend the southern end of P3, and a small chunk of the canopy on P3 is missing at the north end.
  • On the Fast side, around 6 TTCs are up to the north of the signal gantry at the north end of Kettering station; another is up immediately south of said gantry. On the Slow side, about 4 or 5 TTCs are up roughly parallel to the 6 on the Fasts; one is currently without a boom. Another pile is driven & capped in the 10-foot between the Up Fast & Down Slow.
  • Limit of Live Wires on the Fasts appears to be 500m north of Kettering Station.
  • At Glendon Jct/Kettering North Jct, all piles on the Slow side have now grown TTCs with booms; at least 5 are now bedanglied ("dressed"). A few signal gantries from the BR days have been (or are due to be) removed. A pair of portals spanning all 4 lines have gone up over the Kettering North Jct pointwork.
  • A pair of Anchor Boom Portal Masts are now up on the Slow side just short of where the lines to Corby diverge; 2 TTCs (one without a boom) are between them.
  • 4 Spanwire masts have also gone up around Glendon, all so far on the Up side. A pile for a fifth is up near the northernmost one.
  • About 5/6 STC masts are up adjacent to each side of the line just north of Glendon Jct, roughly where the Corby Lines diverge from the Mains.
  • Pile now in on the Down side near Kettering North Jct.
  • 2nd track now in operation, and linespeed raised to 90mph where it was previously 60mph.
  • A number of STCs are up over both sides in the Storefield area. The Corby branch electrification compound is also located here.
  • A good stretch of the overheads are now up between a point just south of Newton Rd Bridge (near the former site of Geddington Station), continuing northwards over Harper's Brook Viaduct.

Glendon Jct (74m 00ch) - Market Harborough (82m 74ch)
  • Braybrooke Substation approved. To be located here: (https://goo.gl/maps/fuy1uZeDjdQ2).
  • Enabling Works are now underway.
  • The extent of wiring towards Market Harborough has now been as good as confirmed to reach the station.

Upcoming works:
  • 23/6/19: Kettering to Corby replaced by buses all day; done.
  • 30/6/19: No early morning trains between Bedford & Kettering. First northbound service from Bedford departs 10:47; first southbound service from Kettering departs 10:45. Done.
  • 7/7/19: No early morning trains between Bedford & Kettering. First northbound service 10:47. Kettering to Corby replaced by buses all day; done.
  • 14/7/19: All trains diverted between Kettering & Syston North Jns (i.e. via Corby & Manton Jn). Leicester & Mkt H'boro served by coach from Kettering; done.
  • 21/7/19: Kettering to Corby replaced by buses all day; done.
  • 28/7/19: Kettering to Corby replaced by buses all day; done.
  • 4/8/19: No early morning trains between Bedford & Kettering, and no trains between Kettering & Corby; done.
  • 11/8/19: No early morning trains between Bedford & Kettering, and no trains between Kettering & Corby; done.
  • 31/8/19 to 1/9/19: No service between Bedford & Kettering; done.
  • 8/9/19: No service between Bedford & Kettering all day. Kettering to Corby still open; done.
  • 29/9/19: No service between Bedford & Kettering all day. Kettering to Corby still open.
  • 6/10/19: No service between Bedford & Kettering all day. Kettering to Corby still open.
  • 2/11/19 to 3/11/19: No service between Bedford & Kettering.
  • 10/11/19: No service between Bedford & Kettering all day. Kettering to Corby still open.
  • 16/11/19 to 17/11/19: No service between Bedford & Kettering.
  • 1/12/19: No service between Bedford & Kettering all day.
  • 21/12/19 to 28/11/19: No service between Bedford & Kettering.

Any updates would be greatly appreciated.
 
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InTheEastMids

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  • Ground clearance works ongoing at Kettering Yard; the yard will be electrified as part of an EMU stabling facility

I think it's quite a bit more advanced than that, I'm pretty sure all 4 sidings have been laid out, including point work. Perhaps someone else can confirm?
 

59CosG95

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Interestingly at the north end of Kettering station there are two WCML style MK1 portals, spanning across four tracks.

The picture below is the style of OLE portal I am talking about. I didn’t think this design was used anymore for new electrification projects and it’s even stranger to see it being used on the MML.

View attachment 68269
Have just seen an image of these at Kettering. Flickr link: https://flic.kr/p/2hbJXzp
48691947453_c8d573c087_k.jpg
Very interesting to see that this 1960s-era portal design has made a comeback!
Looking closer at the structure, it appears to be a metric version of the large Mk1 style portals over the platforms at Stafford. Case in point: https://flic.kr/p/2h72euU
48638540328_9a119697c0_k.jpg
 
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themiller

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To my eye, that first horizontal looks very sagged. I would have thought that they should be hogged! Or is it the camera lens?
 

richieb1971

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Well Bedford needs direct trains to the north. Where it goes beyond Loughborough I don't really mind. But having a direct line without a direct connection seems odd to me. Especially since Bedford has been directly connected to the north for over 100 years.
 

cle

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Bedford to Leeds is mentioned because it could take advantage of HS2 infrastructure north of Toton, but Bedford to Manchester couldn't. This also means it wouldn't go through Derby. There's probably not going to be a north-east connection to EWR in the Bedford area so it's unlikely to continue towards Cambridge.
I was thinking with a reversal at Bedford. Who knows what that station will look like?!

Would the Bedford-Leeds be on classic compatible stock then, to use the HS2 tracks to the fullest?

Not sure it’d fill an hourly train, with just Bedford and Leicester (basically) demand to/from Leeds. Bedford is not a particularly important place.
 

richieb1971

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Bedford will connect ewr and will have zero direct connection to the north. It also has bottlenecks south of Bedford. The only option is to start a northern service from Bedford or allow stp trains to stop at Bedford and continue to the north.
 

Tobbes

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Bedford will connect ewr and will have zero direct connection to the north. It also has bottlenecks south of Bedford. The only option is to start a northern service from Bedford or allow stp trains to stop at Bedford and continue to the north.
Why wouldn't Bedford passengers change onto the ECML at Sandy on EWR?
 

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