Transpennine Route Upgrade and Electrification updates

[GRALISTAIR]

Arguably it's going rather smoothly *because* little fuss is being made.

EXACTLY. If the teams can now just to be left to get on with it quietly and without fuss or interference, great results can be had.

 

[Nottingham59]

EXACTLY. If the teams can now just to be left to get on with it quietly and without fuss or interference, great results can be had.

That depends if they are delivering the cost improvements needed to justify continuing electrification.

The contractors and the customer need continual pressure to get costs down, and to disseminate best practice across the industry. And my limited understanding of the process suggests that isn't really happening.

 

[GRALISTAIR]

Oh trust me I agree with you. On time and under budget and continuing cost reductions needed.

 

[John R]

That depends if they are delivering the cost improvements needed to justify continuing electrification.

The contractors and the customer need continual pressure to get costs down, and to disseminate best practice across the industry. And my limited understanding of the process suggests that isn't really happening.

But TRU is a lot more than just electrification. Maybe progress on the MML is a better litmus test for future "vanilla" electrification projects?

 

[Nottingham59]

But TRU is a lot more than just electrification. Maybe progress on the MML is a better litmus test for future "vanilla" electrification projects?

Well it's both. The MML and GWEP projects mentioned were pure electrification. TRU is electrification and upgrade with extra tracks too.

But the cost of TRU was estimated at £2.9bn in 2018, and then jumped to £11.5bn in 2022. (plus an extra £1bn added since then) So TRU has been suffering from the same unconstrained cost explosion that all rail projects seem to have experienced in the past five years. Just letting the rail industry get on with it and paying whatever bill they eventually present to the taxpayer is not getting good value for money,

 

[josh-j]

Well it's both. The MML and GWEP projects mentioned were pure electrification. TRU is electrification and upgrade with extra tracks too.

But the cost of TRU was estimated at £2.9bn in 2018, and then jumped to £11.5bn in 2022. (plus an extra £1bn added since then) So TRU has been suffering from the same unconstrained cost explosion that all rail projects seem to have experienced in the past five years. Just letting the rail industry get on with it and paying whatever bill they eventually present to the taxpayer is not getting good value for money,

I thought the scope of TRU has been increased quite a lot since 2018 though. Generally I think value for money would be much improved by bringing a lot of engineering skill in-house rather than having contractors subcontracting to subcontracting subcontractors - as well as by proper planning without constant chopping and changing of scope.

 

[Class 170101]

It's arguably the section that gives the least benefit, as all it allows is LNER to run out of Leeds via Micklefield on Electric, which they don't do particularly often, and have bi-modes if they do need to do it in an emergency. OLE projects need to be based on a regular operation use-case, which is why I'd prioritise Doncaster-Hull via Selby, to get the benefits of the highest-revenue trains with the biggest economic impact (to/from London) to cover the largest section of costs. Once that's done, Selby-Micklefield is a smaller section of infill to allow local trains to go all-electric and the 4 chords (Sherburn-Gascoigne Wood, both Hambletons, and Selby avoiding) would be essentially part of the overruns anyway.

Possibly, although it's presumably not had any recent investigation or design work so you'd need to jump through PACE 1 and 2 extremely quickly to be able to follow on from the existing project without a break in the workflow.

I don't think Doncaster to Hull has a better business case than Micklefield to Hambleton. 5 to 6 trains daily that could use the wires doesn't look great. I think you need Hull to Leeds with the links between Selby and Doncaster and Selby and York (via both routes) all wired to make it worthwhile.

Oh trust me I agree with you. On time and under budget and continuing cost reductions needed.

In a way I think the East Kilbride wiring will be a better measure of how costs could be reduced simply because its a simple close, construct the scheme and reopen again. My personal view is this is what they should do / have done in chunks between Kettering and Nottingham, Derby and Sheffield.

 

[MatthewHutton]

I don't think Doncaster to Hull has a better business case than Micklefield to Hambleton. 5 to 6 trains daily that could use the wires doesn't look great. I think you need Hull to Leeds with the links between Selby and Doncaster and Selby and York (via both routes) all wired to make it worthwhile.


In a way I think the East Kilbride wiring will be a better measure of how costs could be reduced simply because its a simple close, construct the scheme and reopen again. My personal view is this is what they should do / have done in chunks between Kettering and Nottingham, Derby and Sheffield.

Certainly on sections without lots of rail freight they should look at avoiding bridge changes etc.

 

[Spartacus]

That depends if they are delivering the cost improvements needed to justify continuing electrification.

The contractors and the customer need continual pressure to get costs down, and to disseminate best practice across the industry. And my limited understanding of the process suggests that isn't really happening.

A major problem with such an approach is that it leads to a seemingly constant stop-start process when someone decides this isn't the most effect way here, or that isn't the most effective way there. All you end up with then is the increased costs and overruns you were seeking to avoid; it's a self fulfilling prophesy. The best way of going about it is by customer driven even pressure so that you get a measured response, and that's usually done nice and quietly, at least to those on the outside, not through some media or political driven scrum.

Well it's both. The MML and GWEP projects mentioned were pure electrification. TRU is electrification and upgrade with extra tracks too.

But the cost of TRU was estimated at £2.9bn in 2018, and then jumped to £11.5bn in 2022. (plus an extra £1bn added since then) So TRU has been suffering from the same unconstrained cost explosion that all rail projects seem to have experienced in the past five years. Just letting the rail industry get on with it and paying whatever bill they eventually present to the taxpayer is not getting good value for money,

The last I heard TPU approved funding was £7.2bn but whatever it is, and even putting inflation aside the costs have been growing because the scope has been growing, from electrification to large scale rebuilds and route improvements. Few people were thinking seriously about big rebuilds between Huddersfield and Dewsbury or at Mossley when the program of electrification was launched. When 6tph was first mooted over 10 years ago a colleague and I decided the only way to get it to work reliably would be grade separation at Ravensthorpe, but we never seriously considered it happening!

 

[Mag_seven]

Another reminder that posts in this thread should be confined to Transpennine Route Upgrade and Electrification updates

thanks

 

[Scotrail88]

Sorry if noted above but are bi modes still changing at York when heading to Leeds?
If so, when will they continue to run on electric to Church Fenton?

 

[Halish Railway]

Sorry if noted above but are bi modes still changing at York when heading to Leeds?
If so, when will they continue to run on electric to Church Fenton?

It’s around Askham Bar, where the park and ride is that the changeover currently happens. I’m not familiar with the timescale that the electrification to Church Fenton will be used.

 

[zwk500]

Sorry if noted above but are bi modes still changing at York when heading to Leeds?
If so, when will they continue to run on electric to Church Fenton?

According to the Network Rail March update (screenshotted in the quoted post), Entry into service for Church Fenton - York electrification is currently programmed for April 2026.

https://www.networkrail.co.uk/who-we-are/publications-and-resources/ Is worth keeping an eye on, as at the bottom is the current Enhancement works document. (Latest is March 2025) https://www.networkrail.co.uk/wp-content/uploads/2025/04/CP7-EDP_March-2025.pdf

 

[Grumpy]

Meanwhile work proceeds with groundworks for the new traincare depot at Shipley-

 

[Ploughman]

What No tower block of Portacabins?

 

[AndrewE]

What No tower block of Portacabins?

Land must be cheap in yorkshire!

 

[GRALISTAIR]

Another excellent Sarah Bell YouTube video. Shows work strengthening Huddersfield viaduct as well as scaffold removal from Huddersfield station roof. Piling and 4 tracking work at Bradley Jct is also featured.

 

[59CosG95]

Passing between Leeds & York this morning, I saw a number of masts either installed (or waiting in the cess to be installed) between Micklefield & Garforth.
A couple more masts have also appeared north of Church Fenton, near the current Limit of Wiring, within the overlap footprint; I managed to spy that the numbers were NOC/16/06 & NOC/16/07. Those look like they will be 4-track Cross Track Feeder/switching structures.

 

[YorkshireBear]

Passing between Leeds & York this morning, I saw a number of masts either installed (or waiting in the cess to be installed) between Micklefield & Garforth.
A couple more masts have also appeared north of Church Fenton, near the current Limit of Wiring, within the overlap footprint; I managed to spy that the numbers were NOC/16/06 & NOC/16/07. Those look like they will be 4-track Cross Track Feeder/switching structures.

Yeah those in the overlap have been appearing quickly, I wonder if they are trying to do that end as much as possible before Entry into Service for the wiring.

No masts had started to appear between Micklefield and Garforth on my last commute last Friday so that is progress from this weekend.

 

[Tractor37]

First time I’ve driven Leeds to York for a couple of weeks. I noticed yesterday evening that they had 7 masts up on the up side near East Garforth and another 5 again on the up side near Micklefield. Plus amazed at all the registration arms that have appeared in the last couple of weeks on the stantions between Huddleston and Church Fenton!

 

[Meerkat]

Will Huddersfield roof get a gable end screen - I dont think it looks great as is?

 

[GRALISTAIR]

Passing between Leeds & York this morning, I saw a number of masts either installed (or waiting in the cess to be installed) between Micklefield & Garforth.

So really cracking with route section E3 - East 3

A couple more masts have also appeared north of Church Fenton, near the current Limit of Wiring, within the overlap footprint; I managed to spy that the numbers were NOC/16/06 & NOC/16/07. Those look like they will be 4-track Cross Track Feeder/switching structures.

Correct me if I am wrong please - is that section E4 East 4? Or finishing off E1?

First time I’ve driven Leeds to York for a couple of weeks. I noticed yesterday evening that they had 7 masts up on the up side near East Garforth and another 5 again on the up side near Micklefield. Plus amazed at all the registration arms that have appeared in the last couple of weeks on the stantions between Huddleston and Church Fenton!

So it looks like to me they are cracking on with E3 and E4 almost simultaneously.

 

[YorkshireBear]

So really cracking with route section E3 - East 3


Correct me if I am wrong please - is that section E4 East 4? Or finishing off E1?


So it looks like to me they are cracking on with E3 and E4 almost simultaneously.

I am not fully familiar with the E numbers, but cross gates to Church Fenton is all cracking on simultaneously with an earlier start at the east end.

 

[59CosG95]

I am not fully familiar with the E numbers, but cross gates to Church Fenton is all cracking on simultaneously with an earlier start at the east end.

AIUI, E2, E3 & E4 have now all been merged into "E234".

 

[GRALISTAIR]

My attempt at showing progress. Annotation mine.

 

[KN94]

For those who are interested in what is planned in the next year or so, the Engineering Access Statements are publicly available on Network Rail's website.
I have created a bit of a list but for those of you who are familiar with Access, you'll know these dates are very flexible so I wouldn't take them as gospel.

Christmas 2025 - work to install the Up Slow around Mirfield and to 'tie in' the Down Slow. New signals will be commissioned with AWS and CASDO installed. The new footbridge at Huddersfield will start to be installed, as will the footbridge & stairs at Batley

February 2026 - Deighton station will close. There'll be some drainage work around the tunnels to the West of Huddersfield with some more work on the canopy. Work will start to install Fast lines around Heaton Lodge Jn.

April 2026 - work around Huddersfield and Deighton will continue, especially drainage work.

May 2026 - the start of a 24 day blockade at Bradley Jn to re-model and re-signal the junction, with further work around Deighton station and on the viaducts between Bradley Jn and Huddersfield.

June 2026 - the start of a 28 day blockade through Dewsbury and Batley, with the subway at Batley infilled and work at Dewsbury including to the platforms. The Up Fast will be installed at Mirfield. There will also be some work to demolish a bridge around Church Fenton, with more OHLE work.

July 2026 - more drainage work in the tunnels West of Huddersfield, the Down Fast will be installed at Heaton Lodge Jn, and there will be work to the Up Fast around Bradley.

August 2026 - preparatory work will begin for the second Huddersfield blockade. There will be some work to Mirfield viaduct, and more of the same around Church Fenton, including a bridge reconstruction.

September 2026 - some early preparatory work for a blockade around Thornhill Jn. The Down Fast will be installed at Mirfield and a 16 day blockade will begin at Gledholt Tunnel with track installation and drainage works.

October-November 2026 - more of the same around Church Fenton

December 2026 - canopy work at Huddersfield

Christmas 2026 - start of the second significant Huddersfield blockade, with track and platform installation, and work to the canopy and roof.

2026 will be a very busy but exciting year for the TransPennine Route Upgrade! I imagine that come the start of 2027, things will really start looking how they envisage the final state will be, except from the flyover junction at Ravensthorpe.

 

[GRALISTAIR]

I have created a bit of a list but for those of you who are familiar with Access, you'll know these dates are very flexible so I wouldn't take them as gospel.

None the less, very useful. Thank you

 

[Halish Railway]

I’ve just watched Sarah Bell’s latest video and I couldn’t help but notice that at 05:40, you can see that Network Rail’s Access Point Information board between White Rose and Morley shows that the linespeed on the Up Huddersfield has been increased marginally to 80 miles/hour. I didn’t realise that any more speed could be squeezed out of that curve, presumably the curve on the Down Huddersfield is to tight to go beyond 75.

Of course this is on an Access Point Information board, and I don’t believe that the linespeed has been increased yet.

 

[61653 HTAFC]

I’ve just watched Sarah Bell’s latest video and I couldn’t help but notice that at 05:40, you can see that Network Rail’s Access Point Information board between White Rose and Morley shows that the linespeed on the Up Huddersfield has been increased marginally to 80 miles/hour. I didn’t realise that any more speed could be squeezed out of that curve, presumably the curve on the Down Huddersfield is to tight to go beyond 75.

Of course this is on an Access Point Information board, and I don’t believe that the linespeed has been increased yet.

I may be misremembering, but I think the Morley station relocation allowed the modest speed increase. I'm not a civil engineer though, so I've no idea how that works!

 

[LNW-GW Joint]

My attempt at showing progress. Annotation mine.

I'd put that map on a big screen at Manchester Victoria, under the big L&Y tiled mural map, suitably colour-coded for progress.
(Yes, I know the mural map highlights the L&Y-owned routes, but it covers the same wide geographic area).
Anything to keep the public aware of progress and the complexity of the scheme.
I well remember BR's posters along the WCML during the 1960s LMR electrification, coldly captioned: "Getting on with the job".