Transpennine Route Upgrade and Electrification updates

[snowball]

I've just seen this in June's Modern Railways.

I've now seen that since my original post - with a reference to the April issue which I think is one of the two places I was thinking of.

 

[AL1875]

Apologies for disturbing the thread but I find a lot of the discussion difficult to parse having not kept a close eye on it. What is actually being electrified, what has been cancelled and does anyone have a timeframe?

 

[ABB125]

Apologies for disturbing the thread but I find a lot of the discussion difficult to parse having not kept a close eye on it. What is actually being electrified, what has been cancelled and does anyone have a timeframe?

I'm pretty sure Huddersfield-Ravensthorpe(?) Dewsbury is definitely being electrified.

 

[SuperNova]

Apologies for disturbing the thread but I find a lot of the discussion difficult to parse having not kept a close eye on it. What is actually being electrified, what has been cancelled and does anyone have a timeframe?

Nothing has been cancelled per se. The original transpennine electrification was only electrification without any upgrades, that was knocked on it's hed but also now includes upgrades to the route too, hence TRU. The state of play is:

Stalybridge to Man Vic is currently being piled.
Masts are up Church Fenton to Colton Junction
Hudderfield to Westtown (Dewsbury) has a TWAO submitted.

No other official news on the other parts of the route, yet. Likely to come later this year when the Integrated Rail Plan is finally announced.

 

[snowball]

Nothing has been cancelled per se.

However Micklefield-Selby is no longer being talked about as part of the scheme, and many suspect that Stalybridge to Huddersfield may not be wired for a while.


The TWAO application for Huddersfield to Westtown also includes four-tracking from Hudds to Ravensthorpe. Roughly speaking this is by adding a new pair of fast tracks on the south side, without platforms at the intermediate stations. It also includes a new flyover at Ravensthorpe carrying the said fast tracks over the Wakefield lines and towards Leeds. They are assuming it will take a couple of years to get the TWAO approved (likely public inquiry) and then about six years to do the work.

The sections into which the overall TRU scheme is divided are

At the stage of decision to design (scope confirmed)

W1 - Manchester Victoria - Stalybridge (work now happening on the ground)
W2a - Stalybridge station (may involve some reversal of the work done in 2012 that made Piccadilly the main line)
W3 - Huddersfield - Ravensthorpe (approval of TWAO needed)
W4 - Ravensthorpe - Leeds
W5 - Morley station (curve realignment here)
E1 - north of Church Fenton - York (work now happening on the ground)

At the stage of decision to develop (scope still under discussion)

W2b - Stalybridge - Huddersfield
E2 - "Leeds departures"
E3 - Crossgates - Micklefield
E4 - Micklefield - Church Fenton

 

[IanXC]

However Micklefield-Selby is no longer being talked about as part of the scheme, and many suspect that Stalybridge to Huddersfield may not be wired for a while.

Where are we at with the risk of another 'Giant Extension Lead" from the new Hambleton grid feeder to Micklefield if Selby is off the agenda?

 

[59CosG95]

Where are we at with the risk of another 'Giant Extension Lead" from the new Hambleton grid feeder to Micklefield if Selby is off the agenda?

There'll probably be a cable/switch at Colton Jn TSC (when renewed) that allows power from Hambleton to flow through & energise the NOC lines. No Neutral Section at Colton either so there's less risk of a 'cut-off'.

 

[a_c_skinner]

What is actually being electrified?

All of it. We all know that. But in bits so it takes ages, costs lots more than it need and the funding will be the infrastructure equivalent of a dance of the seven veils. The slow gap filling will mean the full benefits won't be realised for decades as well.

Edit: Same as the Midland Main Line except this route doesn't have an Erewash Valley and Radford Loop which anyone with the brains of a gnat would include.

 

[GRALISTAIR]

All of it. We all know that. But in bits so it takes ages, costs lots more than it need and the funding will be the infrastructure equivalent of a dance of the seven veils. The slow gap filling will mean the full benefits won't be realised for decades as well.

Edit: Same as the Midland Main Line except this route doesn't have an Erewash Valley and Radford Loop which anyone with the brains of a gnat would include.

And if you wanted to minimize disruption you could actually make a case that these should be done first.

 

[a_c_skinner]

should be done first

Absolutely. As true as it is off topic so I'll stop or be moderated!

 

[hwl]

And if you wanted to minimize disruption you could actually make a case that these should be done first.

But with EMR having 810s it doesn't, On TP you don't need to wire the Calder Valley route first. Bi-modes allow it to be turned on large section by large section just as the 802s will on TP.

 

[61653 HTAFC]

But with EMR having 810s it doesn't, On TP you don't need to wire the Calder Valley route first. Bi-modes allow it to be turned on large section by large section just as the 802s will on TP.

Which doesn't help those local services which are operated by diesel only units, and only likely to be switched to electric using cascaded electric only units from elsewhere.

For example if the rebuild of Huddersfield to Westtown is completed before the wires go up from Westtown to Leeds (the latter is likely a simpler job even allowing for Morley tunnel and realignment, but is not as far along the planning process) then the only services that can use the new wires are those operated by 802s: so just two of the nine trains per hour per direction. Would it even be worth raising the pans for such a short run? Or would that cause issues for maintenance by shutting the engines down? Will Northern (or the part of GBR that Northern becomes) want additional 769s or similar for the services that run that way? There probably won't be any spare 319s left by then, and they'd be too slow anyway for the two-track section beyond Ravensthorpe.

It's all well and good doing the work in stages, but the aim should always be to electrify entire routes and allow services (particularly the stop-start locals) to switch entirely to electric traction as soon as possible.

 

[zwk500]

It's all well and good doing the work in stages, but the aim should always be to electrify entire routes and allow services (particularly the stop-start locals) to switch entirely to electric traction as soon as possible.

The aim is to electrify entire routes, but because of the political and economic climate that we find ourselves in, the only practical course is to do the work in small stages. It's not ideal, but it's where the world is right now.

 

[Bald Rick]

It's all well and good doing the work in stages, but the aim should always be to electrify entire routes and allow services (particularly the stop-start locals) to switch entirely to electric traction as soon as possible.

The WCML, GEML, ECML and GWML were all electrified in stages, with some rather long gaps between some of the stages. It’s nothing new.

 

[61653 HTAFC]

The WCML, GEML, ECML and GWML were all electrified in stages, with some rather long gaps between some of the stages. It’s nothing new.

Well yes, it's (thankfully) not like Victorian times when cheap Irish labour was available and paid mostly in beer to get the job done over a weekend.
I was more referring to the previous plans with the "Grayling gaps": the emergence of bi-modes means there's opportunity for a new government (or even just a new transport minister) to decide to delay or cancel sections of the wiring because some of the trains, which happen to be the headline-grabbing long distance ones, can just switch modes. The more marginal local services, which are the ones that benefit more from the switch to electric, end up being even further down the priority list.

 

[ianhr]

And if you wanted to minimize disruption you could actually make a case that these should be done first.

If the TP North scheme were to be fully comprehensive it would include Church Fenton-ThornhillLNW via Castleford and Heaton Lodge-Miles Platting via Hebden Bridge, which would be useful for freight too.

 

[Bessie]

I see Grant Shapps is doing the morning TV rounds talking about an additional £400M investment in transpennine electrification. Does anyone know what extra parts this covers?

 

[Brissle Girl]

It sounds like a lot of re-announcement to me, or confirming what is already happening on the ground in terms of electrification.

 

[mwmbwls]

If the TP North scheme were to be fully comprehensive it would include Church Fenton-ThornhillLNW via Castleford and Heaton Lodge-Miles Platting via Hebden Bridge, which would be useful for freight too.

Which freight flows do you have in mind?

 

[LNW-GW Joint]

Grand Electrification Announcement! - York to Church Fenton!

Grant Shapps has announced electrification from York to Church Fenton, where we can already see the masts going up.
The funding for the Huddersfield-Westtown (Dewsbury) upgrade has also been approved (though it has to go through the TWA process first).
£401 million investment into upgrades to deliver brighter rail future - GOV.UK (www.gov.uk)

The bulk of the new funding into the Transpennine route upgrade will be used to improve connectivity between Leeds, Manchester and York, and deliver electrification and upgrades between York and Church Fenton.

No specific mention of wiring Huddersfield-Leeds, or any mention of west of the Pennines.
It does talk about "consideration being given" to further TP electrification.
It's all hidden in the catchall "improve connectivity between Leeds, Manchester and York".
I've just heard Shapps on R4 decline to give any timescale for the work.
He's up before the Transport Select Committee later today.

 

[mwmbwls]

Rail Business Daily is reporting what appears to be three major elements:

Investment of £317m into the set-piece Transpennine Route Upgrade will boost punctuality, reliability and connectivity for passengers between York, Leeds and Manchester.
£69m of improvements to increase freight capacity between the Port of Southampton and the Midlands will boost economic growth.
£15m from the New Stations Fund will also build new stations at Marsh Barton in Exeter, and White Rose and Thorpe Park in Leeds, to connect communities, support retail growth, improve access to employment and leisure, and support greener travel choices.

Does anybody have details on the Southampton to the Midlands improvements?

 

[LNW-GW Joint]

Does anybody have details on the Southampton to the Midlands improvements?

I think that's gauge clearance and loop extensions so that longer container trains can run on the route, plus some signalling changes.
There was a major upgrade of the port infrastructure, rail terminals and the tunnel at Southampton recently.

 

[tbtc]

Radio Five this morning were reporting it as "half" the TransPennine line would be electrified, but the BBC's own website only refers to York - Church Fenton, which my calculations would suggest is probably in the region of, erm, well under half!

I'm just hoping that the stations at White Rose and Thorpe Park allow overtaking (even if four platforms is too much to wish for), otherwise we're just pricing in yet more bottlenecks on a two track line

 

[Seehof]

I continue to be confused! Has full electrification between York and Manchester been announced/authorised or have they just announced the half scheme they are already doing?!!

 

[Watershed]

I continue to be confused! Has full electrification between York and Manchester been announced/authorised or have they just announced the half scheme they are already doing?!!

There is nothing new in that announcement.

Full electrification seems an eventual inevitability. But, for now, the only parts that have been announced and funded are Bromley St Jn (nr Manchester Vic)-Stalybridge, Huddersfield-Westtown (nr Dewsbury) and Colton Jn-Church Fenton (Colton Jn-York was electrified as part of the ECML scheme in the early 90s).

There's still substantial gaps from Stalybridge-Huddersfield, Westtown-Copley Hill West Jn (nr Leeds) and Neville Hill W Jn-Church Fenton. Until at least one of those is done, the electrification schemes currently in the pipeline will mostly just gather diesel soot on their catenary.

Logically speaking you'd have expected the latter extension to happen first, as there are no tunnels to contend with, and it probably has the greatest potential for performance and timetabling improvements with the mixture of services it sees. Therefore it will probably be last in line!

 

[GRALISTAIR]

I continue to be confused! Has full electrification between York and Manchester been announced/authorised or have they just announced the half scheme they are already doing?!!

Full electrification has NOT been announced or approved

 

[mwmbwls]

Extra £401m for rail upgrades and two new stations | Construction Enquirer News

I continue to be confused! Has full electrification between York and Manchester been announced/authorised or have they just announced the half scheme they are already doing?!!

This has just appeared on the Construction Enquirer Web Site - which suggests that east of Leeds is now included. The question is do the numbers reconcile to previous announcements?

And finally the DfT press release
£401 million investment into upgrades to deliver brighter rail future - GOV.UK (www.gov.uk)

Passengers and freight operators across the north and Midlands will see faster, greener and more reliable rail services, as the government announces a significant funding boost into the railways today (Wednesday 26 May 2021).

Investment of £317 million into the set-piece Transpennine route upgrade will boost punctuality, reliability and connectivity for passengers between York, Leeds and Manchester, and £69 million of improvements to increase freight capacity between the Port of Southampton and the Midlands will boost economic growth.

£15 million from the New stations fund will also build new stations at Marsh Barton in Exeter, and White Rose and Thorpe Park in Leeds, to connect communities, support retail growth, improve access to employment and leisure, and support greener travel choices.

Transport Secretary Grant Shapps said:

Modernising and upgrading our vital transport links is critical to levelling up every part of this country, unleashing our economy and spreading opportunity as we build back better.
Following closely after our reforms to deliver a modern, green and innovative railway that meets the needs of the nation, this package of £401 million investment will help deliver reliable, punctual services that passengers across the UK can count on.

Transport Ministers Chris Heaton-Harris and Andrew Stephenson set out how the total package of £401 million will build on existing investments to improve rail connectivity, journey speeds and capacity across the country.

On Monday, the Rail Minister visited Kettering station to see how major government funding is already introducing more modern services for passengers.

Chris Heaton-Harris saw the completion of the first phase of the £1.5 billion Midland main line upgrade, which has successfully delivered the launch of East Midlands railway’s first electric services.

Cutting carbon emissions by 77% on the route between Corby and London St Pancras, and running on a newly completed additional track between Kettering and Corby, the fleet delivers greener journeys, more late night and early morning services, and extra seats for passengers.

Rail Minister Chris Heaton-Harris said:

The scale of today’s investment demonstrates our commitment to delivering more punctual, greener and comfortable services right across the country.
From the vital Transpennine and Midland Main Line upgrades, new stations giving communities in Yorkshire and the south-west rail connections for the first time, and a shot in the arm for freight operators, we’re building a brighter future for the railways.

Transport Minister Andrew Stephenson will visit major works taking place along the Transpennine route in Yorkshire today, including at Leeds, Hambleton and Colton, to see electrification works that form an important part of the government’s agenda to achieve zero carbon by 2050. Proposals for even more extensive electrification on the route are currently being considered.

The bulk of the new funding into the Transpennine route upgrade will be used to improve connectivity between Leeds, Manchester and York, and deliver electrification and upgrades between York and Church Fenton.

As one of the busiest stretches of track in the North, with over 100 trains passing through each day, these works will improve reliability and enable new and upgraded hybrid trains to run under electric power.

Transport Minister Andrew Stephenson said:

Additional investment into the Transpennine Route Upgrade will cut delays and create a more punctual network, with electrification helping deliver greener journeys on this key route.
Only by investing in, modernising and expanding our railways can we provide passengers with the reliable and resilient services they expect, and create a transport network that is fit for the future.

 

[Ianno87]

I'm just hoping that the stations at White Rose and Thorpe Park allow overtaking (even if four platforms is too much to wish for), otherwise we're just pricing in yet more bottlenecks on a two track line

Can't see that happening at White Rose; the railway is up on a high embankment so the cost would be astronomical (and would destroy the case for the station). Electrification and EMU performance should offset the time penalty for the additional stop.

 

[Spartacus]

Can't see that happening at White Rose; the railway is up on a high embankment so the cost would be astronomical (and would destroy the case for the station). Electrification and EMU performance should offset the time penalty for the additional stop.

White Rose is almost certain to replace Cottingley anyway, so isn't likely to be an extra stop.

 

[Starmill]

The WCML, GEML, ECML and GWML were all electrified in stages, with some rather long gaps between some of the stages. It’s nothing new.

Of course, back then, there wasn't a rapidly forthcoming imperative to shut down industries that can't (or won't) decarbonise.