MML Electrification: progress updates

[hwl]

Yep shared power though the bus as per Voyagers and Meridians (see eco mode discussions).
The Bombardier solution is getting engines under all the cars.
24.xm Aventra (as per Anglia /LNWR) works far better for St Pancras than 26m as you could use 2x 5car units and have a uniform fleet.

Edit to add: Given the cost of driving cabs (electronics) these days and the Corby will be electrified and have an EMU fleet is there much need for short units?

 

[deltic08]

I think most of us on here would agree bimodes are great only if they are a stop gap and allow a rolling programme of electrification and constant cascade

But how do we make this known to Grayling and the Dft? We have already lost two electrification teams to elsewhere and the experience built up over three or four years.

 

[jfowkes]

Network Rail have posted a short video of one of the new substations:

The shots inside are semi-interesting.

 

[59CosG95]

Network Rail have posted a short video of one of the new substations:

The shots inside are semi-interesting.

Indeed, looks like that's going to be an ATF substation - the next step is to extend the range of AT feeding from the current northern limit (Elstree & Borehamwood, I believe) up to Bedford. That should theoretically support the increased number of trains running on the AC between north of St. Albans.

 

[Mollman]

Yep shared power though the bus as per Voyagers and Meridians (see eco mode discussions).
The Bombardier solution is getting engines under all the cars.
24.xm Aventra (as per Anglia /LNWR) works far better for St Pancras than 26m as you could use 2x 5car units and have a uniform fleet.

One of my biggest bugbears with the IEPs is the number of all day 2x5 car diagrams there seems to be on GWR. The inability to move between portions of a train not only means that staff have to be duplicated (or one half does have the same on-board service as the other) it also often leads to uneven loading between sets. (specially in Cornwall where nearly all platforms are too short).

 

[InTheEastMids]

Indeed, looks like that's going to be an ATF substation - the next step is to extend the range of AT feeding from the current northern limit (Elstree & Borehamwood, I believe) up to Bedford. That should theoretically support the increased number of trains running on the AC between north of St. Albans.

Given the video clearly shows an existing NG 400kV substation and a motorway, the location is almost certainly the new grid feeder at Sundon

 

[londonmidland]

Given the video clearly shows an existing NG 400kV substation and a motorway, the location is almost certainly the new grid feeder at Sundon

I recognise the location straight away, it is not too far south of Harlington station, and a quick Google Maps search of Sundon reveals its location.

 

[Mikey C]

One of my biggest bugbears with the IEPs is the number of all day 2x5 car diagrams there seems to be on GWR. The inability to move between portions of a train not only means that staff have to be duplicated (or one half does have the same on-board service as the other) it also often leads to uneven loading between sets. (specially in Cornwall where nearly all platforms are too short).

Why would the MML need shorter trains (2 *5 say) instead of fixed formation longer units for the majority of its routes anyway? It's not as if the current services split en route.

 

[londonmidland]

Why would the MML need shorter trains (2 *5 say) instead of fixed formation longer units for the majority of its routes anyway? It's not as if the current services split en route.

You see quite a few 9 and 10 coach 222's head down to London in the morning and then split at St Pancras to work their next respective service. I couldn't say for sure which services they work without looking but you rarely see 4 and 5 coach 222 sets coupled up together throughout the day. Particularly mid-day. So its either a 4, 5 or 7 coach 222 for the majority of the day.

 

[hwl]

Why would the MML need shorter trains (2 *5 say) instead of fixed formation longer units for the majority of its routes anyway? It's not as if the current services split en route.

One of my point swas that just becaue it is done now doesn't mean it is sensible in the future when things have changed.
Cabs are expensive and so is staff duplication as as Bi-mode should have longer maintenance intervals than just DEMU (less engine hours / day etc) then single units might make more sense now and also save 2/3 of a carriage for better use on peak services!

 

[59CosG95]

I recognise the location straight away, it is not too far south of Harlington station, and a quick Google Maps search of Sundon reveals its location.

Thanks for keeping us up to date.

South of Bedford, I also understand that there is significant work ongoing to deliver a new 400/25 kV grid supply point at Chalton/Sundon, which will deliver the power for the Corby electrics. I recall somebody else mentioning that Braybrooke isn't required for the 2tph to Corby, and this is presumably why.

Well, I think we've cleared that mystery up - Sundon is definitely not a replacement for Braybrooke, but an enabler for increased electric operation between Luton & Bedford.

 

[edwin_m]

Well, I think we've cleared that mystery up - Sundon is definitely not a replacement for Braybrooke, but an enabler for increased electric operation between Luton & Bedford.

And going by the recent Modern Railways article it can support 2TPH to Corby but electric operation of the longer-distance services needs Braybrooke.

Another reason to go for maximum-length trains is that they would only need one pantograph raised, which might reduce the amount of work needed to make the "delicate" wiring south of Bedford suitable for 125mph. But that might be expecting too much in the way of joined-up thinking. There are a few split/join workings in the current timetable but I think they all involve Corby so would be unlikely to continue if that route gets EMUs and the others get bi-modes.

I would expect a bi-mode to be intermediate between a comparable EMU and DMU for operating and maintenance costs but more than either for purchase and leasing costs, so it might not be much cheaper than the DMU overall.

 

[Class 170101]

Just to add to the other comments, it's much easier to swap from electric to diesel than the other way around - raising the pantograph requires ensuring that it doesn't hit the wire in the wrong way, while lowering the pantograph doesn't have the same issue!

Agreed that makes sense. I doubt you would get a dewirement going to diesel and dropping the pan - but as you say, raising the pan is a different issue and more care needed.

I would say there is a risk lowering the pan at speed in case you take the wire with you, thus pulling more down onto the top of the train.

 

[deltic08]

I would say there is a risk lowering the pan at speed in case you take the wire with you, thus pulling more down onto the top of the train.

Very unlikely.

 

[59CosG95]

I would say there is a risk lowering the pan at speed in case you take the wire with you, thus pulling more down onto the top of the train.

Depends on the registration of the equipment - this is more likely to occur (if at all) at overlaps or crossovers. If the wire is tensioned well enough (read: 12kN in catenary, 15kN in contact) then the chances of this are slimmer still. I believe MMLE is using 12/15 tensions (as it's 125mph ready).

 

[edwin_m]

Surely the only way the pan will bring the wire down when lowering is if it's already got itself hooked above a contact wire. In which case the whole lot will be torn down anyway within a few seconds. Lowering the pan while drawing significant power would cause arcing, which could damage the pan and wire if severe enough, but as with a neutral section the VCB could be opened first to prevent this.

 

[Class 170101]

Correct me if I am wrong but the GWML has special locations where the Pan may be raised or lowered on the move and, especially, not raised elsewhere but lowering as well at speed?

 

[59CosG95]

Correct me if I am wrong but the GWML has special locations where the Pan may be raised or lowered on the move and, especially, not raised elsewhere but lowering as well at speed?

Yes - Moreton Cutting east of Didcot, Denchworth (between Didcot & Swindon), and Newbury Racecourse.
Hopefully, once NR knock some reality into Oxfordshire CC, the speed restriction on electric traction (and hence the need to raise/lower pans on IETs) under the bridge at Steventon will be lifted - but that's a topic for the GWML Electrification thread.

 

[Bald Rick]

I would say there is a risk lowering the pan at speed in case you take the wire with you, thus pulling more down onto the top of the train.

Whilst the risk of lowering a pan at speed isn’t nil, it’s as close to nil as you can get. Hence why all trains with a pantograph have an ADD (Automatic Dropping Device) which drops the pan in the event it gets damaged, so that it doesn’t cause further damage to the OLE.

 

[WymoWanderer]

Driving on the A6 Clapham bypass this afternoon I was pleased to see a short stretch of catenary, droppers and contact wire installed.

 

[Flying Phil]

Thanks for the updates WW!

 

[59CosG95]

MML Wiring Progressometer 27.0 (as of 8th of April 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.

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.
• Piles have gone in next to the turnback siding at Bedford.
• On the Fast side south of Bromham Rd Bridge, Bedford, at least 9 masts are now up. These masts stretch northwards from Bromham Rd as far as the eye can see, towards the Great Ouse Bridge. A number of masts now have TTC booms - many booms have stovepipes.
  
• Over the pointwork of Bedford North Jct (just north of Bromham Rd Bridge), the majority of masts now have booms (either TTC or Portal). SPS also starting to go up.
• 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. A short stretch of catenary, contact & droppers has gone up here too, viewable from the A6 Clapham Bypass.
• At Bromham, between the A6 (Great Ouse Way) & Lower Farm Rd (https://goo.gl/maps/rSPFrDAZQ362), 13 Twin Track Cantilevers/TTCs (with booms) are up over the Slow Lines, and about 6/7 over the Fast Lines. This includes the Box Girder bridge over the river Great Ouse.
• At least 9 boomed and dressed (aka. bedanglied) TTC masts have now gone up north of Lower Farm Rd, adjacent to the Down Fast; 2 similar structures are now up adjacent to the Up Slow here too.
• Between Clapham & Oakley, two Anchor Portals (similar to the Tensorex-bearing variety seen and loathed on the GWML) have gone up; the northern one only has a strut on the Fast side, as does the southern one. Both now have Single Insulator "gooseneck" Cantilevers on stovepipes, as well as Tensorex drums. Additionally, an adjacent TTC on the Slow side (1 mast north of the southern Tensorex Portal) lacks a boom.
• At Oakley, on the site of the old station (just south of Station Rd Bridge), all visible piles over both lines now carry TTC booms. Between Station Rd & Highfield Rd bridges, all TTCS over the Slows and Fasts are now boomed.
• Between Highfield Rd & Oakley Viaducts, I estimate that around 3 TTCs & one Tensorex-bearing portal are missing; all on the Slow side (bar the portal).
• Near Milton Ernest (between Earwig Lane Bridge & New Rd), all masts appear to be up.
• Between Radwell Rd & New Rd, a TTC mast has been placed between the Up Fast & Down Slow, as the embankment adjacent to the Up Slow had to be replaced with a gabion retaining wall.
• About 6 TTCs are up immediately to the north of Radwell Viaduct, over the Slow lines (https://goo.gl/maps/r5oXUSSPSAo); 3 more TTCs are up accompanying them over the Fast lines (positioned between the pairs of lines). Another 2 are now up over the Slows south of the viaduct. Masts for 2 portal booms are up at the southern end of the viaduct; both pairs of masts now have booms, completing the portals.
• Roughly 3 or 4 piles (now with boomless TTC masts) are in next to the Down Fast, and another 4 (3 of which have boomed TTC masts) next to the Up Slow just north of Moor End Lane, Radwell (https://goo.gl/maps/cmgWsgyYAo62). South of Moor End Lane (but north of the next bridge to the south), about 5 TTC masts are up (2 of which have booms) adjacent to the Up Slow, with a similar number in adjacent to the Down Fast. South of that bridge, another 2 piles have masts (possibly w/ booms).
• 2 parallel piles are in place (no masts) adjacent to the Fast lines at Radwell; possibly for a portal frame?
• TTCs have now sprouted at the northern end of Sharnbrook Viaduct; these stretch north to the extremities of Sharnbrook Jct itself. Significantly more steelwork up over the Slows than the Fasts.
• 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, 3 boomed TTC masts are in place on the Slow side, and 1 boomed & dressed TTC mast is in place on the Fast side. South of these, a pair of portal uprights have gone up.
• 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.
• Back Lane Bridge (aka Odell Viaduct), demolished & rebuilt earlier in the year, had its new bridge deck installed over the weekend of 10th/11th November, to allow for a more generous OLE clearance. Follow-up work occurred the following weekend.
• 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 is due to house a National Grid substation for the electrification; the concrete base has now been laid for the substation.
• 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.
• A portal (two track) has now gone up on the Fast just south of Wymington Village.
• Near the centre of the "deviation", there are now many more masts up (with cantilevers too) on the Fasts. On the Up Fast side, there is one mast missing near Sharnbrook Summit, just north of the northernmost bridge before the summit. I suspect it might be an Overlap Termination, and as such will be Tensorex.
• 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.
• Masts have now sprung up in large numbers north and south of Station Rd Bridge, Irchester. North of Station Rd, all masts seem to be up over the Fast lines as far as the first footbridge north of there (Knuston Lodge).
• Between Irthlingborough Viaduct & I'borough Rd Bridge (i.e. the Kangaroo Spinney area), at least 10 TTC masts on each side of the line have gone up; about half of those on the Slow side have booms too.
• Irthlingborough Rd Bridge was demolished on Christmas Day 2018 - only the utilities pipe remains. A temporary footbridge has also been erected.

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

• Preparations to return the 4th platform (P4?) at Wellingborough to public use have now begun. De-veg work and clearing ground for the new entrance and access road are underway.
• Two piles are in next to each other just north of P1; one of which now bears a mast due to take a TTC boom. The other must be for a backstay.
• Extensive 4-tracking laid (except at points where existing infrastructure has to be moved).
• Finedon Rd Bridge, closed from 22/3/18 to 28/9/18 to allow reconstruction for OLE, is assumed to have reopened.
• TTCs stretch north from Wellingborough Yards over both pairs of lines as far north as the Weetabix factory (north of Burton Latimer). A couple of gaps remain where old equipment has to be removed e.g. the signal gantry at Harrowden Jct.
• A number of TTCs have now appeared over the Slows near Wellingborough Yards, along with masts for MPA Portals.
• 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 nxt to the Slows.

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

• No activity yet at Kettering station - Platform extensions for the new EMU services are planned, and it is not yet known if canopy works will need to be undertaken.
• 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.
• Between Kettering station & the A43, a number of piles are now in on the Slow side between the A43 bridge (nr Prologis Park) & the A6003 (Northampton Rd) bridge.
• 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. Unclear of progress with piling/masts on the Main line north of Glendon Junction.
• A pair of Anchor Boom Portal Masts are now up on the Slow side just short of where the lines to Corby diverge; 1 TTC is between them. No corresponding structures have appeared on the Fast side yet.
• 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.
• A good stretch of the overheads are now up between Glendon Jct & the Oakleys (Gt. Oakley/Little Oakley) on the Corby Lines - these include catenary & contact wires.

Glendon Jct (74m 00ch) - Market Harborough (82m 74ch)

• Braybrooke Substation approved. To be located here: (https://goo.gl/maps/fuy1uZeDjdQ2).
• The extent of wiring towards Market Harborough has now been as good as confirmed to reach the station.

Any updates would be greatly appreciated.

 

[Flying Phil]

With the change of franchise in the news today, I did hear one interviewee saying that the "Electrification was to Market Harborough"..... and may now go further. Fact.... or still being planned?
If it is still in a decision phase, the pile drilling/mast erecting teams will soon be finished on the Bedford - Corby section, I would think, and any "rolling electrification" will stop ...Again!

 

[59CosG95]

Press release from NR about Bromham Rd Bridge. https://www.networkrail.co.uk/feeds...es-next-stage-of-work-to-bromham-road-bridge/

 

[richieb1971]

What is the max proposed speed of the Corby London express please?

 

[hwl]

What is the max proposed speed of the Corby London express please?

Originally proposed as 100mph but later 110mph when certain regs changed and Desiro /Electro star could be modified or supplied at 110mph with a few mods

 

[richieb1971]

Thanks.

I hear that the Bromham road bridge is closed as underground services need to be stopped first. What does this mean?

 

[59CosG95]

Thanks.

I hear that the Bromham road bridge is closed as underground services need to be stopped first. What does this mean?

Any Buried Services (i.e. utilities, such as gas & water mains, and phone/broadband cables) need to be isolated/diverted away from the bridge.

 

[londonmidland]

A few pictures from Oakley this afternoon, courtesy of a mate that took these pictures.

 

[futureA]

Hopefully one day they will find the cash to electrify the entire line.