OLE Renewals - Anglia (GE, LTS etc.)

[59CosG95]

Couldn't find a dedicated thread for this, so I've created one myself.

So far, the entire GEML from Bethnal Green to Chelmsford (exc. Stratford) and the Southend Victoria branch are now fully renewed (AFAIK).
Work has also apparently started on renewing OLE on the LTS route, including around Barking as part of the Barking Riverside works.
Renewals are also taking place elsewhere on LTS, although I haven't seen as many pictures.
(If anyone has any photographs of new equipment on the tracks out of Fenchurch St I'd really appreciate it!)


Back to the GEML, the final piece of the puzzle (Stratford) is due to have its 1940s-vintage OLE finally renewed this Christmas, spelling the end to fixed-tension equipment outside of Liverpool Street. https://www.railtechnologymagazine.com/Rail-News/anglia-rail-route-to-see-major-improvement-work-

 

[Halish Railway]

I had no idea that the LTS would have its catenery replaced. From what I know, the original 1.5KV DC caternery only goes from Fenchurch Street to West Ham, so significantly less than the GEML which went to Southend, with the rest being of the 1960s 25KV AC Mk1 design .

It would be interesting to see if any other catenery of these designs get replaced, the only other 1.5KV DC design being what remains of the Woodhead route, however, there is still a lot of the original 25KV AC designs about on the WCML and routes on its periphery.

 

[Domh245]

there is still a lot of the original 25KV AC designs about on the WCML and routes on its periphery.

Most of it (the important bits at least - wires and bits in direct contact with them!) were upgraded in the early 00s as part of the West Coast Route Modernisation - on the WCML itself there's not too much Mk1 stuff left apart from portals and other large bits of steelwork!

 

[59CosG95]

I had no idea that the LTS would have its catenery replaced. From what I know, the original 1.5KV DC caternery only goes from Fenchurch Street to West Ham, so significantly less than the GEML which went to Southend, with the rest being of the 1960s 25KV AC Mk1 design .

It would be interesting to see if any other catenery of these designs get replaced, the only other 1.5KV DC design being what remains of the Woodhead route, however, there is still a lot of the original 25KV AC designs about on the WCML and routes on its periphery.

Most of it (the important bits at least - wires and bits in direct contact with them!) were upgraded in the early 00s as part of the West Coast Route Modernisation - on the WCML itself there's not too much Mk1 stuff left apart from portals and other large bits of steelwork!

At a guess, pretty much every part of the WCML upgraded for over 110mph, as well as new-build OLE from WCRM (such as Kidsgrove-Crewe) and other projects (e.g. Norton Bridge) has had Mk1 replaced with UK1, although there are some outliers present.
The GEML also has Mk1 from Chelmsford to Colchester as well as on the Sunshine Coast route to Clacton & Walton-on-the-Naze, and most of the West Anglia corridor (via Seven Sisters) is also Mk1 to Bishop's Stortford.
However, the equipment isn't getting any younger...

 

[kaiser62]

I'm no expert but was born close to the LTS.

AIUI, it was a mix of 6.25/25Kv for many years, the sometime in the 80's it all got upgraded, as did the somewhat knackered class 302 units.

Hope that's of interest.

 

[Halish Railway]

At a guess, pretty much every part of the WCML upgraded for over 110mph, as well as new-build OLE from WCRM (such as Kidsgrove-Crewe) and other projects (e.g. Norton Bridge) has had Mk1 replaced with UK1, although there are some outliers present.

There’s still quite a bit of Mk1 about, albeit in slower areas in Birmingham, Manchester, Liverpool and Glasgow. I also believe that the slow lines on the southern WCML retain their original contact arms. Let’s not forget that the OHLE on the Styal line is the oldest on the WCML as it was used as a test for the rest of the WCML and for the proposed electric locomotives and multiple units - It must have been completed sometime around 1962.

I find it interesting how Network Rail have began work to replace the OHLE in the LTS - Surely this must be a long term project for Network Rail to replace a lot of the older, more fragile designs of OHLE that’s still lingering about (designs older than the big-standard Mk3 OHLE).

 

[59CosG95]

There’s still quite a bit of Mk1 about, albeit in slower areas in Birmingham, Manchester, Liverpool and Glasgow. I also believe that the slow lines on the southern WCML retain their original contact arms. Let’s not forget that the OHLE on the Styal line is the oldest on the WCML as it was used as a test for the rest of the WCML and for the proposed electric locomotives and multiple units - It must have been completed sometime around 1962.

I find it interesting how Network Rail have began work to replace the OHLE in the LTS - Surely this must be a long term project for Network Rail to replace a lot of the older, more fragile designs of OHLE that’s still lingering about (designs older than the big-standard Mk3 OHLE).

Indeed; that's what I implied by my statement that <110mph equipment was largely retained. The Northampton Loop, large parts of B'ham - Wolverhampton etc. are all still Mark 1.
There's a new suite of UKMS assemblies (UKMS R1) designed specifically for Mark 1 renewals, which was released last year. Like the GEFF equipment, the drawings I've seen mainly use F+F equipment.

The OLE immediately east of Barking looks to be Series 2 (i.e. Bonomi) equipment; this is being added in as part of Barking Riverside.

 

[Bald Rick]

As far as I’m aware, the OLE on the GE and LTS has had significantly more pantograph passes (the key measure of wear and tear) than any of the other Mark 1 equipment. Hence the need for full replacement before anywhere else from a wear and tear perspective.

 

[DidcotDickie]

I had no idea that the LTS would have its catenery replaced. From what I know, the original 1.5KV DC caternery only goes from Fenchurch Street to West Ham, so significantly less than the GEML which went to Southend, with the rest being of the 1960s 25KV AC Mk1 design .

It would be interesting to see if any other catenery of these designs get replaced, the only other 1.5KV DC design being what remains of the Woodhead route, however, there is still a lot of the original 25KV AC designs about on the WCML and routes on its periphery.

The design work is being done by Furrer + Frey who did the same for the GEML rewiring.

The LT&S electrification dates from 1962 (tho the wires were up before then but not in regular use). The 1500v DC electrification in 1949 ran from Fenchurch St to Gas Factory Junction and then through to Bow Junction on the GEML. It was intended to provide a Stratford to Fenchurch St shuttle service which never materialised. This was switched to 6.25kV AC and the fast lines electrified between Fenchurch St and Stepney East (now Limehouse) by 1962.

From Gas Factory Junction eastwards to Barking was 1960s Mk1 OLE energised at 6.25kV AC originally. The switchover to 25kV AC was at Upney on the Upminster route and between Barking and Ripple Lane on the Tilbury loop.

It's not much younger than the Southend Vic branch that's just been rewired (1956 1500v DC then conversion to 6.25kV AC and 25kV AC)

 

[GRALISTAIR]

Also if LTS to London Gateway gets wired for freight as suggested by Julian Worth, having newer kit to marry up to will be of great help.

 

[Bald Rick]

Also if LTS to London Gateway gets wired for freight as suggested by Julian Worth, having newer kit to marry up to will be of great help.

That doesn’t make much difference to be honest. Old and new interface all over the network, not least between Bow and Gas Factory, and Forest Gate Junction and Barking.

Also, although Julian has mentioned that electrification, he was by no means the first to!

 

[delticdave]

There’s still quite a bit of Mk1 about, albeit in slower areas in Birmingham, Manchester, Liverpool and Glasgow. I also believe that the slow lines on the southern WCML retain their original contact arms. Let’s not forget that the OHLE on the Styal line is the oldest on the WCML as it was used as a test for the rest of the WCML and for the proposed electric locomotives and multiple units - It must have been completed sometime around 1962.

I find it interesting how Network Rail have began work to replace the OHLE in the LTS - Surely this must be a long term project for Network Rail to replace a lot of the older, more fragile designs of OHLE that’s still lingering about (designs older than the big-standard Mk3 OHLE).

AFAIK the Styal line was energised in 1958, apart from testing / driver training E2001 & the 1st LTS unit (201) were used for the press trips.

As for the LTS, there are some extra masts in the Pitsea / Benfleet area to keep the OHLE located within it's lateral limits. ('Tis very windy in that area, the line runs near the Thames either on flat marshland or alongside the river.)

 

[delticdave]

As far as I’m aware, the OLE on the GE and LTS has had significantly more pantograph passes (the key measure of wear and tear) than any of the other Mark 1 equipment. Hence the need for full replacement before anywhere else from a wear and tear perspective.

When the LTS had a bigger fleet, & more 12-car peak-hour trains, that was the case, maybe not so much since the 357's introduction.

 

[Bald Rick]

When the LTS had a bigger fleet, & more 12-car peak-hour trains, that was the case, maybe not so much since the 357's introduction.

I meant pan passes since the kit was installed - the GE and LTS must have had many more than any other OLE railway in the country.

 

[Taunton]

I was under the impression that much of the kit was replaced with the conversion from 6.25kV to 25kV in the early 1980s, when clearances, insulators, etc, plus the substation equipment all had to be changed. The actual contact wire, if not replaced then, must have been more substantial to handle the higher current/lower voltage than 25kV installations also put up in 1960 (indeed, I believe on the GE it was the original 1500v DC equipment which had been able to handle the 1960 changeover to AC without much alteration).

I meant pan passes since the kit was installed - the GE and LTS must have had many more than any other OLE railway in the country.

Probably some function of pantograph passes times speed, so for suburban services not the issue it would be at 100mph.

 

[Bald Rick]

I was under the impression that much of the kit was replaced with the conversion from 6.25kV to 25kV in the early 1980s, when clearances, insulators, etc, plus the substation equipment all had to be changed. The actual contact wire, if not replaced then, must have been more substantial to handle the higher current/lower voltage than 25kV installations also put up in 1960 (indeed, I believe on the GE it was the original 1500v DC equipment which had been able to handle the 1960 changeover to AC without much alteration).


Probably some function of pantograph passes times speed, so for suburban services not the issue it would be at 100mph.

The wear is mostly related to passes, speed is a much lesser factor.

I have, in my hand right now, some ex GE contact wire installed in 1949 and removed in 2011. It is a larger crosssection area than for new 25kV contact wire, but I can’t remember exactly how much! I think it’s about 50% larger.

 

[delticdave]

I was under the impression that much of the kit was replaced with the conversion from 6.25kV to 25kV in the early 1980s, when clearances, insulators, etc, plus the substation equipment all had to be changed. The actual contact wire, if not replaced then, must have been more substantial to handle the higher current/lower voltage than 25kV installations also put up in 1960 (indeed, I believe on the GE it was the original 1500v DC equipment which had been able to handle the 1960 changeover to AC without much alteration).


Probably some function of pantograph passes times speed, so for suburban services not the issue it would be at 100mph.

Converting the GE from 1.5 kV DC to 6.25 kV AC happened over a weekend in 1960, & with a basic DMU service still running!
New AC / AC feeder stations were built & ready to be used, & the weekends work was mainly removing the the DC feeders & connecting the AC feeders. AFAIK, no insulators needed to be changed, the DC trains were replaced with class 302 (built for the LTS) units. All the DC units were converted to AC by installing pantographs, transformers & rectifiers in the coaches adjacent to the existing DC motor-coaches.

 

[Class 170101]

Still some OLE work to be done around the Stratford area for Crossrail and other bits elsewhere I hear.

 

[59CosG95]

Still some OLE work to be done around the Stratford area for Crossrail and other bits elsewhere I hear.

Yes, the Stratford area OLE is due to be renewed at Christmas. Unrelated to the OLE renewals, an upgrade of the power supply between Pudding Mill Lane & Shenfield (to ATF) is also ongoing.

 

[Bald Rick]

Yes, the Stratford area OLE is due to be renewed at Christmas. Unrelated to the OLE renewals, an upgrade of the power supply between Pudding Mill Lane & Shenfield (to ATF) is also ongoing.

Indeed. The Stratford work is long, long overdue!

 

[59CosG95]

Update on the proposed works: http://www.railtechnologymagazine.c...rades-to-great-eastern-main-line-this-autumn-

Major upgrades to Great Eastern Main Line this autumn

Numerous upgrade works are set to take place this autumn on the main line between Stratford and Shenfield to advance the reliability of passenger journeys and prepare for the introduction of Elizabeth line services.

At Stratford and Maryland, improvements will take place to upgrade the overhead line electrification with a new auto tension system that adjusts to temperature changes, meaning fewer delays and cancellations for passengers in the summer months.

Engineers will also be upgrading the power systems along the line to Shenfield as part of the preparation for the start of Elizabeth line services.

The vast majority of work for Crossrail has been completed between Liverpool Street and Shenfield, but these works are being done to provide sufficient power supply for the new service to operate.

This power supply work and the overhead line work at Stratford is being orchestrated to lessen disruption to passengers.

Work will take place every Sunday from 18 Oct until 22 Nov. Services into London from TfL Rail and Greater Anglia will be affected. Passengers are advised by Network Rail to check before they travel.

Ellie Burrows, Network Rail’s Route Director for Anglia said: “The recent hot weather has shown that having a modern overhead power system that automatically adjusts to ambient air temperature is vital to running an efficient railway.

“Having completed the upgrade of the overhead wires between Forest Gate and Chelmsford and on the Southend Victoria line, updating the wires in Stratford is our last big push to get this upgrade work completed.

“Not running trains on some Sundays will be inconvenient for which I apologise, but it is vital time for our engineers to make preparations for our bigger package of works at Christmas.”

Jamie Burles, Greater Anglia’s Managing Director, said: “This essential work will help to improve the punctuality and reliability of our services.

“Similar work has already been carried out on the Southend Victoria line and we are already seeing the benefits.

“A rail replacement bus service will be in operation while the work takes place. Customers should check before they travel and allow more time for their journeys.

“We would like to apologise for any inconvenience caused and thank customers for their patience.”

 

[Taunton]

Numerous upgrade works are set to take place this autumn on the main line between Stratford and Shenfield to advance the reliability of passenger journeys and prepare for the introduction of Elizabeth line services.

Have they not had about 10 years to schedule works for the introduction of Elizabeth line services? And were they not meant to be running through to the GEML before now anyway?

 

[59CosG95]

Additionally, NR have added a "Fenchurch Street OLE Renewals" page. https://www.networkrail.co.uk/running-the-railway/our-routes/anglia/fenchurch-street-ole-renewals/

Interestingly, the scope of renewal only goess far as Hornchurch on the 'main line', while the OLE on the Tilbury Loop gets renewed all the way to Pitsea.

 

[Philip Phlopp]

Have they not had about 10 years to schedule works for the introduction of Elizabeth line services? And were they not meant to be running through to the GEML before now anyway?

It was actually started for London 2012 Olympics reliability.

And given an infinite number of trained personnel, cherry pickers, wiring vehicles and more possessions, it could have been done sooner. It may look easy as structures are all present, but there have been significant numbers of new structures to cope with the auto-tensioning components, the old structures need to be condition checked and finding spots to pile new foundations hasn't always been easy - in short, it has been as complex as a full electrification scheme, just for different reasons.

 

[Bald Rick]

Additionally, NR have added a "Fenchurch Street OLE Renewals" page. https://www.networkrail.co.uk/running-the-railway/our-routes/anglia/fenchurch-street-ole-renewals/

Interestingly, the scope of renewal only goess far as Hornchurch on the 'main line', while the OLE on the Tilbury Loop gets renewed all the way to Pitsea.

Fairly sure there was some heavy refurbishment beyond Upminster about 15 years ago.

== Doublepost prevention - post automatically merged: 26 Aug 2020 ==

it has been as complex as a full electrification scheme, just for different reasons.

More complex than full electrification, as there was lots to take down, and lots of electric trains to worry about!

 

[popeter45]

would my assumption be during the Fenchurch street - Barking renewal all c2c services would just be diverted to Liverpool street?

 

[Taunton]

in short, it has been as complex as a full electrification scheme, just for different reasons.

I'm sure. My point was the forthcoming works are described as being started for the introduction of Crossrail. But that was meant to be already up and running on this section before now, as we all sadly know, and yet the works here for it have not even been done yet.

 

[59CosG95]

I'm sure. My point was the forthcoming works are described as being started for the introduction of Crossrail. But that was meant to be already up and running on this section before now, as we all sadly know, and yet the works here for it have not even been done yet.

Most of them actually have been - Stratford and Maryland is the last stretch of the 'old' equipment. Liverpool St - Bethnal Green - Pudding Mill Lane is already done, as is everything east of Maryland.
The Stratford area works were left to last because of how insanely complex the work will be - it's a hugely congested site with numerous crossovers, and numerous links with other routes (Lea Valley, North London).
On top of that, there's the need to finish upgrading the power supply from a RC+BT (Return conductor + Booster transformer) system to a +/- 25kV autotransformer system between Pudding Mill Lane & Shenfield. Alongside ATF wires, Earth Wires are also being installed (perhaps they're all installed?), but that's not been as much of a priority until the full Elizabeth Line service begins.

 

[Bald Rick]

Most of them actually have been - Stratford and Maryland is the last stretch of the 'old' equipment. Liverpool St - Bethnal Green - Pudding Mill Lane is already done, as is everything east of Maryland.
The Stratford area works were left to last because of how insanely complex the work will be - it's a hugely congested site with numerous crossovers, and numerous links with other routes (Lea Valley, North London).
On top of that, there's the need to finish upgrading the power supply from a RC+BT (Return conductor + Booster transformer) system to a +/- 25kV autotransformer system between Pudding Mill Lane & Shenfield. Alongside ATF wires, Earth Wires are also being installed (perhaps they're all installed?), but that's not been as much of a priority until the full Elizabeth Line service begins.

The delay at Stratford is mkstly about the access. It’s been argued about for the best part of a decade.

 

[AM9]

Have they not had about 10 years to schedule works for the introduction of Elizabeth line services? And were they not meant to be running through to the GEML before now anyway?

I can understand the need to replace life-expired kit on the electric lines but just how much additional power resource is needed for the full Crossrail service? Apart from the ultimate use of all 10-car class 345s and a short section from the Bow portals, won't the frequency of trains and the load that they present be much the same as now?