Transpennine Route Upgrade and Electrification updates

[CdBrux]

Permanently Earthed Section. I assume, if they did do it, it would be similar to the arrangements currently being installed in South Wales.

Can you enlighten the layman as to what that means and how it would help here?

 

[Meerkat]

why can't the existing platforms just be extended to allow for longer trains?

I assume they want to get the platform ends further away from the neutral/earthed bit. Otherwise accelerating away might be tricky.
Personally think they should just buy the houses.

 

[The exile]

I was thinking that myself, the electrical control room is at Crewe, maybe they picked someone (or something) up at Crewe that that they needed for the test?

Or possibly “running in” or calibrating some piece of equipment?

 

[coxxy]

why can't the existing platforms just be extended to allow for longer trains?

Would imagine significant earthworks would be required for step free access and extended platforms. Probably makes sense to just move the stations completely. And helps to move the platforms away from the new extended neutral section..

 

[jfollows]

Can you enlighten the layman as to what that means and how it would help here?

For example, https://www.railengineer.co.uk/tackling-electrification-the-challenge-for-wales-borders/

Permanently earthed sections for cost efficiency

This proposal for the electrification of the Valleys will significantly reduce the number of track and civils interventions. Why? Because the use of permanently earthed sections (PES) will allow the OLE clearances at structures to be significantly reduced, removing the need for many alterations.

These permanently earthed sections of OLE, similar to extended neutral sections, are not a new solution and are already used on conventional electrical schemes for some low structures where track or civils works are not feasible. However, their use is usually only possible in locations where a train has sufficient momentum to ‘coast’ through a non-electrified section – a risk assessment is needed to make sure that a conventional electric train will never stop and become stranded in this area.

The hybrid capability of both new train types means that they can accommodate the use of a PES wherever electrical clearances cannot be achieved, including in station areas. The new rolling stock will switch to battery power through these sections, with the pantograph remaining raised, and switch back to overhead power when live OLE is detected.

The widespread use of PES for the South Wales Metro transformation will avoid up to 55 track or civils interventions across the Valleys. Complex station canopy alterations and the provision of protective screening are also avoided, with track lowering expected to be needed at just 17 sites and only one bridge needing to be lifted.

The cost savings from the use of battery power and PES to overcome areas that are difficult to electrify are evident and, unlike diesel, achieve the zero-carbon operation that is expected of a modern rail network.

I am not an expert, I just did a quick search. I also didn’t know what “PES“ meant until it was explained.

 

[Brissle Girl]

The difference in the valleys scheme is of course that there is absolutely no danger of the unit becoming stranded in the PES.

 

[snowball]

why can't the existing platforms just be extended to allow for longer trains?

The problems at Mossley have been discussed several times in this thread, most recently in #7576 onwards. Immediately south (or "west") of the station, on the east (or "south") side, is a row of houses very close to the Manchester-bound track and at a higher level. You could almost reach out of a window and put your hand where the overhead line will be.

 

[GRALISTAIR]

This would seem to be the approximate area of the new Mossley Station.
View attachment 158205

I don't think I'm the only one taking issue with the Tameside Correspondent's description of a "Neutral Section" - a PES seems a lot more likely.

But I did pick up they wont be doing any piling there which makes sense. More likely, drill and augur out and then a traditional concrete base if needed.

 

[Geeves]

I am assuming here that there will be actual continuous wires (albeit with no power) vs a physical gap as at some places in South Wales?

 

[CdBrux]

The problems at Mossley have been discussed several times in this thread, most recently in #7576 onwards. Immediately south (or "west") of the station, on the east (or "south") side, is a row of houses very close to the Manchester-bound track and at a higher level. You could almost reach out of a window and put your hand where the overhead line will be.

I'm well aware of the houses situation, I was not seeing the link to the station relocation but others have given a plausible explanation

 

[snowball]

As far as I know there has been no official statement about the reason(s) for relocating Mossley station. I think it's just our inference. Maybe something will be said when the consultation starts.

 

[sjm77]

why can't the existing platforms just be extended to allow for longer trains?

They could be extended but in practice that would not be practical for electric trains as the neutral/PES section would be very close to the platforms. Electric trains stopping at Mossely towards Manchester need accelertion space between the platform and the neutral/PES section and so the station is being moved. However the article focuses on the fact that the new platforms will be longer then the existing ones rather than the technical details of electrification.

 

[billh]

What do a train's electronic systems make of suddenly being presented with a PES , presumably a dead short at the pantograph, particularly when re-generating downhill? More of a problem if the train did not stop at New Mossley.

 

[jfollows]

What do a train's electronic systems make of suddenly being presented with a PES , presumably a dead short at the pantograph, particularly when re-generating downhill? More of a problem if the train did not stop at New Mossley.

There are warning signs in advance, the driver is meant to stop drawing power, and there is lineside equipment to force the power off in case the driver doesn’t. Now that this no longer requires running down the tap changer on electric locomotives it’s relatively simple for the driver I think.

 

[edwin_m]

Regenerative braking systems have to be designed to cope with loss of line at any time, due to something like a dewirement or a loss of supply voltage. A PES is no different from any other neutral section in this respect, just rather longer, and in either case there will be the APC magnet which cuts off the traction if still applied. I'm not sure if the brakes also use APC to get a bit of warning of imminent loss of line.

The gradient for an Up train changes from 1 in 150 to 1 in 125, both descending, part way through the platforms. So it's unlikely a train would be stranded there unless it had to stop for some reason, and even then it might roll out if the brakes were released. Presumably the Down line, being further from the houses, can remain energised to avoid the greater risk of an ascending train becoming stranded.

 

[Ploughman]

Is there likely to be any restriction on more than 1 pantograph in use on any train?
What effect would this have on a Neutral section or PES?

 

[hwl]

What do a train's electronic systems make of suddenly being presented with a PES , presumably a dead short at the pantograph, particularly when re-generating downhill? More of a problem if the train did not stop at New Mossley

It will get dumped into the brake resistors instead (rheostatic braking).

Regen has strict rules on feeding back in depending on OHLE voltage under normal conditions often with blended mix of regen and rheostatic so no problem.

 

[snowball]

Press release

TRU thanks passengers after four weeks of major upgrades

From Monday 22 April to Friday 17 May, midweek line closures saw TRU engineers work around the clock to complete track and signalling work as part of the Transpennine Route Upgrade, bringing passengers a step closer to faster, greener and more reliable trains between Manchester, Huddersfield...

www.networkrailmediacentre.co.uk

From Monday 22 April to Friday 17 May, midweek line closures saw TRU engineers work around the clock to complete track and signalling work as part of the Transpennine Route Upgrade, bringing passengers a step closer to faster, greener and more reliable trains between Manchester, Huddersfield, Leeds and York.

Over 3000m of new track was installed between Morley and Cottingley stations, while work was carried out on over 13,000m of cables for signalling upgrades.

Five redundant signal bases were also removed and work was undertaken to the platforms at Morley station.

Through collaboration between Network Rail, Northern and TransPennine Express, diversionary routes and replacement buses were utilised to keep passengers on the move during the work.

Jonathan Hepton, Sponsor on the Transpennine Route Upgrade, said:

“I’d like to thank passengers travelling between Dewsbury and Leeds over the last four weeks for their understanding and support, after train services were affected to allow us to complete these upgrades.

“The improvements are part of a wider programme that will enable greater capacity and improved accessibility at stations along the Transpennine route so that, ultimately, everybody can reap the benefits of quicker, more frequent, and greener trains across the North.”

Chris Nutton, Major Projects Director at TransPennine Express, said:

“The work done over these four weeks forms an integral part of the Transpennine Route Upgrade, which will transform the journeys of our customers that travel between Huddersfield, Dewsbury, and Leeds.

We’d like to thank our customers for their patience whilst engineers completed these major upgrade works.”

Another four-week period of rail upgrades will take place in Morley in the summer, with the TRU team planning work on weekdays and nights between Monday 24 June and Friday 19 July. Additional work is also taking place on weekends around this period between Marsden, Huddersfield and Heaton Lodge.
Notes to Editors

Train services will be affected between Huddersfield – Dewsbury – Leeds from Mondays to Fridays (24 hour working), between Monday 24 June and Friday 19 July.

TransPennine Express:

Services between Huddersfield – Leeds will be diverted and will not run through Dewsbury.
Rail replacement bus services will replace services between Huddersfield – Dewsbury – Leeds.
Services from Hull will start/terminate at Leeds.
Services from Saltburn to Manchester Airport will start/terminate at Manchester Victoria.
Rail replacement buses will operate between Huddersfield – Manchester Airport via Stockport

Northern:

Services between Leeds – Wigan via Brighouse will be diverted and will not run through Dewsbury.
Rail replacement bus services will run between Halifax – Brighouse – Dewsbury – Leeds

Services between Marsden – Huddersfield – Heaton Lodge will also be affected on Saturdays and Sundays over the following weekends, with passengers advised to check before they travel:

18-19 May
25-26 May
1-2 June
8-9 June
15-16 June

 

[edwin_m]

Is there likely to be any restriction on more than 1 pantograph in use on any train?
What effect would this have on a Neutral section or PES?

If more than one pantograph is raised, which would happen with two EMUs in multiple for instance, they are never electrically connected to each other. Hence they can never "bridge" across a neutral section.

 

[jammmmmsssssss]

If more than one pantograph is raised, which would happen with two EMUs in multiple for instance, they are never electrically connected to each other. Hence they can never "bridge" across a neutral section.

12 car 700s also have 2 pantographs raised normally

 

[TBSchenker]

A short section of track installed approaching Deighton over the newly widened underbridge, first signs of the four tracking underway.

 

[edwin_m]

12 car 700s also have 2 pantographs raised normally

Yes, but each one powers the motors in half the train. They are not electrically connected to each other. Effectively a 700 is two 6-car units permanently coupled in multiple.

 

[Ken H]

Yes, but each one powers the motors in half the train. They are not electrically connected to each other. Effectively a 700 is two 6-car units permanently coupled in multiple.

It has to be like that. The two live sections either side of a neutral section may be on different phases, and connecting 2 phases isnt allowed by National Grid.

 

[themiller]

Is it possible for an 8xx unit to raise a second pantograph when in service or are they interlocked in some way or does it depend on the driver not selecting the second one? If not, it could bridge the neutral section (unless the NS is longer than the distance between the pantographs).

 

[swt_passenger]

12 car 700s also have 2 pantographs raised normally

Functionally it’s two 6 car half trains. Each half is designed to be able to haul the other in an unpowered state if its pantograph or overall power system failed.

 

[Geeves]

Good news on the four tracking. Has anyone had chance to go up and see if anything else has changed at Morley? Also In regards to electric trains there seems to be some confusion that 25KV is going through the coupler. Thankfully this is not the case.

 

[jammmmmsssssss]

Functionally it’s two 6 car half trains. Each half is designed to be able to haul the other in an unpowered state if its pantograph or overall power system failed.

Oh okay. I thought the same was true with 745s but I see those with one pantograph up

 

[snowball]

A short section of track installed approaching Deighton over the newly widened underbridge, first signs of the four tracking underway.

Is that Red Doles Road bridge? Google Streetview from the road shows work in progress in September 2023 for the concrete on which the second 2-track deck will sit. You can also see it in 2012 and 2009.

Google Maps

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www.google.co.uk

 

[AndyHudds]

Is that Red Doles Road bridge? Google Streetview from the road shows work in progress in September 2023 for the concrete on which the second 2-track deck will sit. You can also see it in 2012 and 2009.

Google Maps

Find local businesses, view maps and get driving directions in Google Maps.

www.google.co.uk

No, the new track has appeared further along in the Leeds direction on the new bridge over the Public Footpath from Riddngs Bridge over the Broad Canal, leading on from Peace Pit Lane.

 

[snowball]

No, the new track has appeared further along in the Leeds direction on the new bridge over the Public Footpath from Riddngs Bridge over the Broad Canal, leading on from Peace Pit Lane.

Thank you. So that's here:

Google Maps

Find local businesses, view maps and get driving directions in Google Maps.

www.google.co.uk

Google Maps

Find local businesses, view maps and get driving directions in Google Maps.

www.google.co.uk

(Links are to streetview and satellite view)