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They do, although I’m not sure that the 185s are capable of having the leading doors not open, only the doors from the rear not platformed to not open. So the train could stop with the front of the train platformed, but I believe it would then be foul of the signal to start back towards Huddersfield.
One of the issues with the ASDO system that TPE use is that it only works from the front of the unit. This causes minor issues at Huddersfield platform 6 if the composite coach is at the Leeds end, as it has to be manually over-ridden despite all coaches being platformed. At least there IS a manual over-ride available, but it wouldn't be needed if the Leeds stopper always used P4a instead. The Bradford service is almost always a 2-car 158 so wouldn't encounter this problem if it used P6. Even a 3-car 158 would be fine as Northern 158s don't use the ASDO system.
Not 100% certain this is the reason this time around, but in the past when 185s have turned back in platform 3 at Marsden they've had to pull beyond the platform (in the Manchester direction) to clear the signalling section. This means only releasing one door for boarding and alighting.
There's an argument that accessibility should trump the convenience of being able to open all doors, but there may be other factors involved that I'm unaware of.
And presumably with the wheelchair area being at one end, there's a 50% chance it wouldn't be platformed in that situation, so wheelchair users and others who couldn't walk through the train wouldn't be able to use the station anyway.
And presumably with the wheelchair area being at one end, there's a 50% chance it wouldn't be platformed in that situation, so wheelchair users and others who couldn't walk through the train wouldn't be able to use the station anyway.
I think there's approach control signalling into the loop as well which would squeeze the turnaround times, before you even take into account the E/bound starting signal in P3 being almost mid-platform which reduces the usable length to a more awkward length than using P3 westbound.
So the much needed electrification of routes out of Manchester will after all take place, despite the Spending Review, though there is some anger that the time for the work has been extended so that it won't be finished until 2016 at the earliest. More details here...
As part of the Transpennine Route Upgrade, we have proposed a number of changes between Leeds and Micklefield.
www.networkrail.co.uk
To enable this to happen, we are proposing a number of changes between Leeds and Micklefield. This includes permanently closing the Garforth Moor and Highroyds Woods Level Crossings. Our changes will enable the speed and frequency of trains to be safely increased.
Both of these crossings have already been closed on safety grounds, but we are proposing to submit a Transport & Works Act Order (TWAO) application to permanently remove them and divert or extinguish the Public Rights of Way across them.
The consultation documents include mention of rebuilding two viaducts between Marsh Lane and Leeds.
What are they doing to them and why - I assume quadrupling is far too much to hope for!
The consultation documents include mention of rebuilding two viaducts between Marsh Lane and Leeds.
What are they doing to them and why - I assume quadrupling is far too much to hope for!
Just guesswork here, but I suspect a heavy refurbishment-cum-rebuild similar to the one just beyond Huddersfield station. If space for two additional tracks could be added that would be great, but I'd be surprised if the budget stretched that far. A shame, as the cutting beyond (the former Marsh Lane tunnel) is wide enough for four tracks as far as Neville Hill depot.
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I don't believe there are any plans to do so, and as we know diversionary routes alone do not a business case make. In normal operations little if anything would be able use the wires, unless Grand Central decide to go bi-mode.
I don't believe there are any plans to do so, and as we know diversionary routes alone do not a business case make. In normal operations little if anything would be able use the wires, unless Grand Central decide to go bi-mode.
The "little if anything" covers GC, some prospective TPE services, and the Huddersfield to Wakefield Northern school run service. The TPEs don't exist yet, and the 4tpd each way Northern service goes to Castleford. Not exactly the WCML.
The "little if anything" covers GC, some prospective TPE services, and the Huddersfield to Wakefield Northern school run service. The TPEs don't exist yet, and the 4tpd each way Northern service goes to Castleford. Not exactly the WCML.
Slightly OT but the Huddersfield Northern service (2Oxx) ceases in the May 23 TT, as it was meant to be replaced by the hourly TPE Man-York via Cas. Sadly the TPE is delayed til Dec 23 TT so it’s buses for 6 months.
Haven't been active on this thread for a while but I have a question:
Has the first phase of electrification between Manchester and Stalybridge (?) and between Church Fenton and south of York, gone live, and therefore, are the Nova 1s now at long last running under electric mode in those sections? Or is there still a fair bit to go?
Also, if the answer is yes to any of these questions, I would be assuming that the APCO changeover would be a few miles south of Ulleskelf, and just before on approach to Stalybridge station?
Haven't been active on this thread for a while but I have a question:
Has the first phase of electrification between Manchester and Stalybridge (?) and between Church Fenton and south of York, gone live, and therefore, are the Nova 1s now at long last running under electric mode in those sections? Or is there still a fair bit to go?
#6333 is irrelevant to @SouthEastBuses's question about the new wiring between Colton and Church Fenton. It only refers to the balise control of pan up & down switching at Colton Junction, where TP trains join or leave the existing wiring shared with the ECML.
Wiring between Colton Junction and Church Fenton is substantially complete but there will be a disappointing wait for tie-in work at Colton, requiring Christmas closures. There's contradictory information about whether going live will wait until some time in 2024 or early 2025!
As for Manchester-Stalybridge, there's currently a blockade going on for track remodelling in the Stalybridge area. In a few weeks' time we'll be better placed than now to know how near the wiring of the route is to completion. There seems a lot to be done on the relatively short Guide Bridge-Stalybridge route, which is part of the scheme. Once again it seems there will be a wait to go live, which it has been suggested will be in the latter part of 2024.
So the much needed electrification of routes out of Manchester will after all take place, despite the Spending Review, though there is some anger that the time for the work has been extended so that it won't be finished until 2016 at the earliest. More details here...
Another Freel07 post was added 25 mins ago (as of the time of this comment) showing contenary being installed beneath Henrietta St bridge, just east of Ashton-u-Lyne station. The Up Ashton has also been run through the station.
The consultation documents include mention of rebuilding two viaducts between Marsh Lane and Leeds.
What are they doing to them and why - I assume quadrupling is far too much to hope for!
The consultation documents include mention of rebuilding two viaducts between Marsh Lane and Leeds.
What are they doing to them and why - I assume quadrupling is far too much to hope for!
Either realignment or strengthening to support higher linespeeds. I seem to remember there being aspirations of circa. 50mph running between Leeds East Junction and the Richmond Hill cutting.
Slightly random electrification question... when the registration arms are first installed they are generally parallel to the tracks, then moved perpendicular when the wires are fitted. Are they sprung as part of the tension or just hinged?
#6333 is irrelevant to @SouthEastBuses's question about the new wiring between Colton and Church Fenton. It only refers to the balise control of pan up & down switching at Colton Junction, where TP trains join or leave the existing wiring shared with the ECML.
Wiring between Colton Junction and Church Fenton is substantially complete but there will be a disappointing wait for tie-in work at Colton, requiring Christmas closures. There's contradictory information about whether going live will wait until some time in 2024 or early 2025!
As for Manchester-Stalybridge, there's currently a blockade going on for track remodelling in the Stalybridge area. In a few weeks' time we'll be better placed than now to know how near the wiring of the route is to completion. There seems a lot to be done on the relatively short Guide Bridge-Stalybridge route, which is part of the scheme. Once again it seems there will be a wait to go live, which it has been suggested will be in the latter part of 2024.
Have you seen the films of how they did that? Blokes in jeans walking around on the unfenced top of a moving flat roofed coach, in a blizzard.
Fortunately we take a bit better care of workers now!
The Up line is likely to have been completed by now as well, as the WRs through the tunnel are the same as the ones through Ashton station. I've edited post #6377 to reflect the addition of wires along the UA.
They'll probably do the rest of the gantries and wiring after the tracks have been done in stalybridge, there's pics on the twitter page and in the manchester railways group on Facebook with the recent progress.
Slightly random electrification question... when the registration arms are first installed they are generally parallel to the tracks, then moved perpendicular when the wires are fitted. Are they sprung as part of the tension or just hinged?
Batley - Former Adwalton line at Lady Anne Crossing. The abutment walls have decreased in height and the interior has been fully excavated.
Earlier today (Sat 18th) a specialist team are currently cutting the main abutment face. When completed I assume only a third of the original width will remain. ( I’ll try and gain some photos later)
I don’t know what they call the machine or process, best I can describe is a cutting rope and pulley’s making a vertical cut in the masonary abutment wall.
Next works here will be to take out the unwanted abutment face and track side retaining wall. Piling for the new trackside retaining wall will also be taking place over the next seven days.
Copy of - Network Rail letter below for the above works.
Some photos of the area taken this past week
One last photo below showing one of the original bridge bearings attached to large stone block.
Rutland Road leading to Lady Anne Crossing.
Still working away here and on the opposite side for the new footbridge. No photos unfortunately as the work is below road level and within the railway cutting and on the embankment face.
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Managed to get a picture after they had finishes cutting the abutment wall.
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Sunday 19th - Overnight progress - A changed landscape!
Batley - Former Adwalton line at Lady Anne Crossing. The abutment walls have decreased in height and the interior has been fully excavated.
Earlier today (Sat 18th) a specialist team are currently cutting the main abutment face. When completed I assume only a third of the original width will remain. ( I’ll try and gain some photos later)
I don’t know what they call the machine or process, best I can describe is a cutting rope and pulley’s making a vertical cut in the masonary abutment wall.
Next works here will be to take out the unwanted abutment face and track side retaining wall. Piling for the new trackside retaining wall will also be taking place over the next seven days.
Copy of - Network Rail letter below for the above works.
Still working away here and on the opposite side for the new footbridge. No photos unfortunately as the work is below road level and within the railway cutting and on the embankment face.
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Managed to get a picture after they had finishes cutting the abutment wall.
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I thought it was diesel all the way from York to Manchester Victoria.
