Hope Valley Capacity Scheme updates

[D365]

Thanks for the update which seems to confirm that not much is happening at present.

But when taking into account the years it has taken to get this far... steady progress.

 

[Killingworth]

News from the project is not being officially confirmed but it's fairly widely accepted that it's at least 6 months behind the originally advised September 2023 completion date, probably more. Strikes are suggested as a cause, maybe partially but it's more than that including delays on signalling. Planning permission for construction of a new Principal Supply Point (PSP) single-storey building compound including 2.3m high security fencing and access gates was only granted on 31st August, see; https://planningapps.sheffield.gov....ils.do?keyVal=RBF02WNYIME00&activeTab=summary

Work below Poynton Wood to create the passing loop running from Westview Lane to the current existing Dore West Junction should have started in May but after one day it stopped and only began again 10 days ago. The new turnout was due to be installed in July. Viewed on 31st August this section looked like this. Soil nailing is due to go on until January along this stretch, mostly during the day but some overnight to avoid possessions..



Dore Station Junction was largely, but not wholly completed and the second track from there through the station and round the curve to meet the section above still needs to be laid. There's a bridge that needs rebuilding over the River Sheaf. See pictures below of completed work at Dore Station Junction and through the station at the end of July - an assembled turnout seems to have been left ready for intended installation in July.



Work between Totley Tunnel East box and West View Lane will require a new crossover between the section pictured below and the flats at West View seen above.. The old siding has been disconnected for some time (local folk lore says the Royal train once spent a night here, but possibly while the Queen stayed at Chatsworth House?) but the crossover that currently exists is seemingly being removed, apparently superfluous in the new scheme because it faces the wrong way. That said it would have been operationally useful with bi-directional signalling through the station, but that would be a subject for a speculative thread.



I'm sure some on here will know more details but won't be able to say. Suffice to say various people working on the site have dropped big hints when they say their contracts have been extended by 6 months and reminding that when the work is rescheduled it takes a minimum of 6 months notice for major possessions. Apparently we'll hear fairly soon what's planned in late October and into the New Year.

Local residents have been waiting for this ever since the ill timed singling in 1985 - just as rail traffic started increasing after an apparently inexorable decline. The public consultation in 2013 raised hopes of restoration by 2018, the money said to be available. Some hopes they've turned out to be. 2024 is now the best date for completion with no likelihood of tracks and station being available for timetabled services before December - or 2025 if further delays are encountered?

Rail restoration project enthusiasts should take heed of how long relatively simple improvements to existing operational infrastructure take even with the industry supposedly behind it.

In the meantime electric charging points were being planned for installation at Dore & Totley station - no chance any time soon as they'd be in the middle of the work site!

Patience, patience.

 

[td97]

The new platform and existing platform extension at Dore & Totley Station are being held up by fire emergency evacuation regulations. A delay of 6 months seems optimistic.
The July heatwave (very costly in delay minutes to VRSJV) and NR strikes are two easy scapegoats.

 

[Killingworth]

The new platform and existing platform extension at Dore & Totley Station are being held up by fire emergency evacuation regulations. A delay of 6 months seems optimistic.
The July heatwave (very costly in delay minutes to VRSJV) and NR strikes are two easy scapegoats.

That's curious. At the public inquiry in 2016 disabled evacuation from the island second platform was raised but Network Rail assured that it wasn't considered to be a problem. The footbridge is supposed to be fire proofed and any faults with the lifts should be fixed within 2 hours. We didn't buy that but were assured help would be at hand within 2 hours.

Apparently we now have to consider a train stopping in the platform and a fire spreading the length of the train, under the only means of escape, the bridge! Passengers would then be trapped on the narrow platform (it used to be twice as wide when there were 4) alongside a burning train. It could happen, but what are the chances? I'm far more concerned about the suggestion that a train may burst into flames anywhere, like on the Hope Valley line going through Totley, Cowburn or Disley Tunnels! If a train comes to a halt and on fire between stations passengers will normally be evacuated onto the lineside if unsafe to remain on the train. Why not here?

In any case there's a fairly simple suggestion that could be implemented to provide access to the new Platform 2 by a footpath from the south end running between the MML and Hope Valley line from Twentywell Lane. The path would slope gently and pass below the road bridge using an unused side arch and turn back onto the railway triangle. It would also offer a much safer access to Platform 2 for users coming down from Bradway who have to cross the road from a gate that must be far more dangerous than the perceived remote possibility of a fire. At the inquiry that suggestion wasn't considered to be within scope and would add cost so was thrown out.

A simple barrow crossing is not an acceptable option because they're too dangerous.

However that's not the main reason why the project is held up for at least 6 months. Blame the heat, strikes, broken down equipment and delays in getting parts then compounded with planning new blockades.

 

[Killingworth]

Time for a November update. Contractors Volker/Story held 2 public Teams briefings this week and I've added some of the slides from the Dore version below. I was unable to look in for the Bamford session. Observation from trains show work well in hand at Bamford but still a long way to go. Winter weather will be crucial.

At Dore work to clear woodland is complete and excavation for the new extended Dore chord is starting. Dore & Totley station car park is closed during the next 3 weeks as materials and equipment are brought on site. If all goes to plan a significant length of new rail between Dore station and Dore West Junctions could be laid before the end of this year. From the rails recently laid along this section it could be the whole length, although they can't be connected at either end for some time yet for signalling reasons. (The track through Platform 1 at the station has already been relaid.)

The slides cover the period until the end of December. Work will continue for the new chord/loop below Poynton Wood with soil nailing. From January work should begin on foundations for Platform 2 and the new pedestrian bridge's lift towers - weather, strikes and other hindrances permitting, of course.

 

[175001]

In this week's WON, it states that a new set of points will be installed at Bamford today. All coming along nicely

 

[Killingworth]

In this week's WON, it states that a new set of points will be installed at Bamford today. All coming along nicely

No services between Chesterfield and Sheffield next Sunday. Rail and materials arriving on site at Dore suggest activity there next weekend. There's a 3 week closure of the station car park at present.

 

[Class 170101]

No services between Chesterfield and Sheffield next Sunday. Rail and materials arriving on site at Dore suggest activity there next weekend. There's a 3 week closure of the station car park at present.

View attachment 123816

Services diverted between Chesterfield and Sheffield via Barrow Hill instead of Dore tomorrow

 

[Killingworth]

Services diverted between Chesterfield and Sheffield via Barrow Hill instead of Dore tomorrow

Replacing bridge over River Sheaf removed about 1985 when they simplified Dore Station Junction and singled the track through Dore & Totley Station. May also be some line side drainage work.

 

[D365]

Given the time and cost of this project, I wonder how much cash was actually saved by singling the Dore line…

 

[Killingworth]

There's a possession today covering the Hope Valley and also the Sheaf Valley route between Sheffield and Chesterfield. A stopping service was supposed to operate between Piccadilly and Edale. It is terminating at Chinley. Why?

It seems that last night an inspection of Cowburn tunnel found a 3m section of brickwork had fallen from the crown. I understand reparrs are already underway and the tunnel should reopen in time for passenger services to run on Monday. Some pathed overnight freight services will be delayed.

This rather underlines how precarious our cross Pennine routes are given how dependent we are on engineering built 100-150 years ago.

 

[VideozVideoz]

There's a possession today covering the Hope Valley and also the Sheaf Valley route between Sheffield and Chesterfield. A stopping service was supposed to operate between Piccadilly and Edale. It is terminating at Chinley. Why?

It seems that last night an inspection of Cowburn tunnel found a 3m section of brickwork had fallen from the crown. I understand reparrs are already underway and the tunnel should reopen in time for passenger services to run on Monday. Some pathed overnight freight services will be delayed.

This rather underlines how precarious our cross Pennine routes are given how dependent we are on engineering built 100-150 years ago.

Are these tunnels always checked after heavy rain? I wouldn’t expect the tunnels to be checked daily so I assume it’s perfectly possible for a 3m section to have fallen and for trains to run for days without anyone knowing….?

 

[Starmill]

Are these tunnels always checked after heavy rain? I wouldn’t expect the tunnels to be checked daily so I assume it’s perfectly possible for a 3m section to have fallen and for trains to run for days without anyone knowing….?

I think that usually if such a large piece of masonry had fallen, a train driver would have reported it and the line then blocked to be inspected as soon as possible. This could happen even if relatively small pieces of masonry have been dislodged too, I'm not sure.

The tunnel is unlikely to be inspected daily, but it could be on a more frequent routine inspection regime if each report is indicating it's in poor condition. I don't know if, or if so what, Network Rail do in terms of inspection around severe weather outside of any reports of problems with structures.

== Doublepost prevention - post automatically merged: 20 Nov 2022 ==

Given the time and cost of this project, I wonder how much cash was actually saved by singling the Dore line…

It's difficult to say really because £1 saved in 1985 would be worth at least £2.83 today.

 

[GRALISTAIR]

This rather underlines how precarious our cross Pennine routes are given how dependent we are on engineering built 100-150 years ago.

I don’t want to take this thread into speculative territory but yes exactly. This upgrade is needed and the Transpennine north upgrade too.

 

[Killingworth]

Thought I'd be posting update and picture of the completed underbridge extension over the River Sheaf today. Sadly not. The steel section arrived alright but seems to be stuck in the station car park.

There are no further long blockades this week. Notices say the station car park will reopen on Friday at 12pm. I suspect it won't. However with no trains due to run on Saturday (ASLEF strike) maybe that could be worked to advantage - but probably not.

 

[Bald Rick]

However with no trains due to run on Saturday (ASLEF strike) maybe that could be worked to advantage - but probably not.

The stone trains are still running on Saturday.

 

[Justin Smith]

Given the time and cost of this project, I wonder how much cash was actually saved by singling the Dore line…

I have often wondered if singling really does save as much money as people think. It costs money to do it and it then causes difficulties in train running including (since privatisation) compensation payments for late running which is obviously going to be worse on a singled route plus the most obvious, far less capacity. There isn't even less wear and tear on the track because the single line left just gets twice the wear ! Then, as a final insult, if it ever needs redoubling, like all railway projects it would seem, it costs an absolute fortune. The price of upgraded railway infrastructure really is "estimate a number and then quadruple it".

 

[Killingworth]

I have often wondered if singling really does save as much money as people think. It costs money to do it and it then causes difficulties in train running including (since privatisation) compensation payments for late running which is obviously going to be worse on a singled route plus the most obvious, far less capacity. There isn't even less wear and tear on the track because the single line left just gets twice the wear ! Then, as a final insult, if it ever needs redoubling, like all railway projects it would seem, it costs an absolute fortune. The price of upgraded railway infrastructure really is "estimate a number and then quadruple it".

When the 1985 singling was planned we lived in different times. British Rail had thousands of miles of little used tracks to maintain and hundreds of junctions that could be simplified to raise line speeds. The decision to single was probably taken around 1982-4 when passenger and freight traffic was still declining quite fast. In 1983 Serpell had produced his first report suggesting an option to close the ECML between Edinburgh and Newcastle as just one option. BR could receive grants to reduce track mileage. We might have done even worse.

 

[Jozhua]

When the 1985 singling was planned we lived in different times. British Rail had thousands of miles of little used tracks to maintain and hundreds of junctions that could be simplified to raise line speeds. The decision to single was probably taken around 1982-4 when passenger and freight traffic was still declining quite fast. In 1983 Serpell had produced his first report suggesting an option to close the ECML between Edinburgh and Newcastle as just one option. BR could receive grants to reduce track mileage. We might have done even worse.

I agree, with hindsight it was a mistake, but reducing track milage was important for BR's survival at that time.

A lot of it is to do with switches, a single track can significantly reduce the number of switches required in certain situations.

Really, the more frustrating thing is how long it has taken before the railways have actually began to respond to the growth they saw in the 00's, especially in the regions.

Hope Valley capacity should have happened around 2018 if I remember correctly, which is now also quite a significant amount of time ago.

Better late than never!

 

[Killingworth]

I agree, with hindsight it was a mistake, but reducing track milage was important for BR's survival at that time.

A lot of it is to do with switches, a single track can significantly reduce the number of switches required in certain situations.

Really, the more frustrating thing is how long it has taken before the railways have actually began to respond to the growth they saw in the 00's, especially in the regions.

Hope Valley capacity should have happened around 2018 if I remember correctly, which is now also quite a significant amount of time ago.

Better late than never!

Yes, the first public consultations in 2013 did give completion by December 2018. The second and third rounds of consultations in 2015 said that was still possible. By the public inquiry in 2016 that clearly wasn't possible. When it took until 2018 to get approval and a TWAO we were still some way before requests for tenders were issued and contracts agreed.

Meanwhile TPE's abysmal performance is killing demand for 2 fast trains an hour so the case for a third weakens every day.

(£24 to have only 50% chance of a TPE train running, or £8 for a 25 minute longer journey on a Northern train that will turn up.)

 

[BrianW]

Yes, the first public consultations in 2013 did give completion by December 2018. The second and third rounds of consultations in 2015 said that was still possible. By the public inquiry in 2016 that clearly wasn't possible. When it took until 2018 to get approval and a TWAO we were still some way before requests for tenders were issued and contracts agreed.

Meanwhile TPE's abysmal performance is killing demand for 2 fast trains an hour so the case for a third weakens every day.

(£24 to have only 50% chance of a TPE train running, or £8 for a 25 minute longer journey on a Northern train that will turn up.)

Both these aspects illustrate the same thing in their different ways:

1. The length of time spent to get from maybe to green light; let alone the time in getting to the firdt public consultation, and in getting from the decision to proceed.

2. All surrounded by political and 'political' changes- more rail, less rail, no rail, Woodhead, ac/dc, .. and contexts , like Covid, working from home, airports, freeports.

Everything takes so long, and so much changes meantime. That's Britain.

 

[Killingworth]

Update today, Tuesday 22nd November.

The bridge pictured in my post 1191 is not going to be put into it's desired position just now, or become a long staying guest in the station car park. It's back off to Scotland until another cunning plan can be devised that doesn't foul signalling, the suggested difficulty. A new possession will need to be planned for when 2 Kirow cranes and all the rest can be available.

So this much delayed project is likely to be delayed a few more months, possibly nearer a year over the originally planned September 2023 completion date - and the costs must go up accordingly.

 

[Justin Smith]

Update today, Tuesday 22nd November.

The bridge pictured in my post 1191 is not going to be put into it's desired position just now, or become a long staying guest in the station car park. It's back off to Scotland until another cunning plan can be devised that doesn't foul signalling, the suggested difficulty. A new possession will need to be planned for when 2 Kirow cranes and all the rest can be available.

So this much delayed project is likely to be delayed a few more months, possibly nearer a year over the originally planned September 2023 completion date - and the costs must go up accordingly.

Ahhh, so that's why all these infrastructure projects cost about 5X more than seems reasonable.....

 

[Killingworth]

Good news is that the opportunity has been taken to make some progress during last week's strike enforced blockades. There are more scheduled blockades over the next 5 weekends and the troublesome bridge over the River Sheaf at Dore (single track effectively restoring a span removed almost 40 years ago) from November will be put in place. Weather and any other mishaps permitting drainage and trackbed from Dore Station Junction towards the current Dore West Junction should be well progressed and maybe more visible track. Who knows, there may be signs of foundations for the new footbridge and Platform 2 at Dore?

Line blockades mean no trains and substitute buses from Sheffield to Hope or New Mills. Check timetables as details differ on different days. There is also work scheduled at Bamford and the new footbridge at Hathersage West is being lifted in to replace the existing foot level crossing.

 

[Mollman]

Sheffield Star reporting a 'Spring 24' completion date
https://www.thestar.co.uk/news/tran...rail-upgrade-to-add-extra-fast-trains-3977192

New completion date announced for £145m Sheffield-Manchester rail upgrade to add extra fast trains​

A £145 million rail upgrade to increase the number of fast trains running between Sheffield and Manchester is just over a year from completion.
By Robert Cumber
2 minutes ago
That’s according to Network Rail, which today said the Hope Valley railway project is now scheduled to be finished in spring 2024. Funding was announced in 2021, at which point the estimated cost was £137m. Work began last year, and at that time it was expected to be completed by December 2023, meaning the new completion date represents a slight delay.
A Network Rail spokesman said: “Work on the Hope Valley Railway Upgrade is due to be completed in spring 2024. This work includes removal of historic bottlenecks allowing faster trains to pass slower trains, station upgrades and increased resilience on the line. The benefits of the upgrade are able to be realised once the work is complete.”

The work includes creating a passing loop near Bamford and an extra track at Dore and Totley station, which is also getting a second platform. Once complete it will enable more passenger services to run between Sheffield and Manchester, with the number of fast trains in each direction between the cities expected to increase from two an hour to three.
https://quotemymoney.com/article?utm_source=outbrain&utm_campaign=desktop-wills&obOrigUrl=true


ews

The £145 million Hope Valley railway upgrade to improve services between Sheffield and Manchester, adding a third fast train each hour, is now scheduled for completion in spring 2024, Network Rail has said

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The extra trains are unlikely to begin running as soon as the work on the line is completed. It will be up to the train operating companies to come up with new timetables once the upgrade to make the extra services possible is finished.
The work has caused some disruption for passengers on the Hope Valley line through the Peak District, with services having to be suspended at times so new tracks can be laid, and the car park at Dore and Totley station forced to close temporarily.

What is the reason for Sheffield-Manchester rail upgrade delays, and when could extra trains begin running?​

Chris Morgan, of the Friends of Dore and Totley Station group, said he understood the original contract with Volker/Story for the upgrade only ran until September 2023 and he had previously seen a schedule suggesting it would be completed by summer 2023, with extra train services potentially being introduced in December that year.

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Work on the £145 million Hope Valley railway upgrade to improve services between Sheffield and Manchester began in 2022 and is now scheduled for completion in spring 2024, Network Rail has said
He said he was aware of various delays, with last summer’s extreme weather, the rail strikes and the war in Ukraine, placing pressure on supplies of critical engineering parts, all potentially contributing.
Mr Morgan said he was not confident the new train services would be introduced before December 2024, or even May 2025, though he added ‘I hope I’m being too pessimistic’. “More positively, I think the new freight loops at Bamford and Dore, plus the second platform at Dore, could be operational for the current services by late 2023 if the signalling issues are resolved,” he added.
He also said that before a third fast service each hour between Sheffield and Manchester could be added the existing two must operate reliably, with sufficiently long trains, which he said was currently far from the case. He said that TransPennine Express was ‘struggling to run more than half its current services’, while East Midlands Railway had ‘too few carriages to run all four-car trains, let alone six’. Northern’s stopping service between the two cities was more reliable, he said, and fares were lower, making it a more popular choice for many passengers.

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[Nicholas Lewis]

Sheffield Star reporting a 'Spring 24' completion date
https://www.thestar.co.uk/news/tran...rail-upgrade-to-add-extra-fast-trains-3977192

Thats good spend 145m and there isn't even a firm plan to exploit the investment for the benefit of the passengers/taxpayers who are paying for this. Many projects are promoted by NR to speed up services but nothing ever materialises.

 

[70014IronDuke]

Sheffield Star reporting a 'Spring 24' completion date
https://www.thestar.co.uk/news/tran...rail-upgrade-to-add-extra-fast-trains-3977192

Well, fair-dos, that's fairly un-sensational reporting - but lacking much 'official' comment - why did the paper quote the friends of Dore and Totley so much? Wouldn't Network Rail speak to him or what? The D&T man savages the TOCs - again, fair enough - but doesn't ask them why they don't provide decent services.

 

[Cheshire Scot]

Thats good spend 145m and there isn't even a firm plan to exploit the investment for the benefit of the passengers/taxpayers who are paying for this. Many projects are promoted by NR to speed up services but nothing ever materialises.

As far as I recall the original concept was to achieve a third express passenger path each hour and an additional freight path every two hours (upgrade from 3 every two hours to 4 every two hours. As far as I understand the only 'speeding up' is a line speed increase from Hazel Grove to Edgeley Junction - from 40 to 60 - and upgrading the many Sprinter differential speeds to MU differentials which in current terms benefits nothing as trains currently on the route can either already use Sprinter (and therefore also MU) or are unable to use either Sprinter or MU. Maybe in the future something might come along which can benefit ......................... Otherwise the only benefits are the freight loops - Bamford and lengthening Dore South curve - which seem to assist in providing that extra capacity.

 

[td97]

Wouldn't Network Rail speak to him or what?

Perhaps Network Rail don't know what's going on either...

As far as I understand the only 'speeding up' is a line speed increase from Hazel Grove to Edgeley Junction - from 40 to 60 -

There's a few others - near Disley Tunnel and through Chinley and Grindleford stations.
Also at Up Heeley Loop but don't know if that's still happening.

Otherwise the only benefits are the freight loops -

Modern signalling from Earles Sidings to MML. Brand new S&C from Grindleford to Dore. Track upgrades at Hazel Grove.

 

[D365]

As far as I recall the original concept was to achieve a third express passenger path each hour and an additional freight path every two hours (upgrade from 3 every two hours to 4 every two hours. As far as I understand the only 'speeding up' is a line speed increase from Hazel Grove to Edgeley Junction - from 40 to 60 - and upgrading the many Sprinter differential speeds to MU differentials which in current terms benefits nothing as trains currently on the route can either already use Sprinter (and therefore also MU) or are unable to use either Sprinter or MU.

I wasn't aware that Class 185 can use Sprinter diffs. Will TPE not benefit?