MML Electrification: progress updates

[WAO]

The images posted above are greatly appreciated as is the effort expended by posters in visiting sites.

The images may not need to be quite so large in memory terms. One, for instance was 3.72MB in size, measuring 6960 x 4640. By resizing in a common graphics package to 1000 x, an image of 108kb was obtained, still very clear and easy to load.

Just a suggestion

WAO

 

[themiller]

There is another mast in place at the Southern end of platform 2.View attachment 111589

That lamp-post with the platform 2 sign on it looks like it may foul something electrical mounted on the mast behind it if it were to be hinged down for maintenance!

 

[GRALISTAIR]

The images posted above are greatly appreciated as is the effort expended by posters in visiting sites.

The images may not need to be quite so large in memory terms. One, for instance was 3.72MB in size, measuring 6960 x 4640. By resizing in a common graphics package to 1000 x, an image of 108kb was obtained, still very clear and easy to load.

Just a suggestion

WAO

May I please echo that sentiment. The work and photos are really much appreciated but smaller ones are great too.

Thank you very much everyone.

 

[Flying Phil]

That lamp-post with the platform 2 sign on it looks like it may foul something electrical mounted on the mast behind it if it were to be hinged down for maintenance!

I think the lamp posts hinge so they lay down on the platform, so moving away from the mast.

 

[59CosG95]

Here is the view to the South from the Great Bowden road overbridge.
View attachment 111586

The concrete foundation slab for the toilet block is now poured.
View attachment 111588

There is another mast in place at the Southern end of platform 2.View attachment 111589

Interesting that the waiting room's been taken down for it! Might remain down until the boom's been landed IMHO.

 

[Merle Haggard]

What electric stock is going to need to reverse over the crossover? There's been no suggestion from anyone but rail enthusiasts that 360s would ever go to Market Harborough.

Yes, I'm puzzled, too.

The Sunday electric service to Corby is the same as in diesel days - 1 train per hour.
Sunday engineering work involving diversion via Melton/Oakham therefore could be the same plan as before, which did not involve any trains running to Market Harborough

 

[John R]

Think the idea is that when the main line is closed the 360s run to MH, to retain a service that far north. But from my recollection, not many infrastructure projects take into consideration such eventualities. (Obviously one big exception was the Swindon to Kemble redoubling, but that was fairly exceptional.)

 

[Merle Haggard]

Currently, when there's engineering work closing the line between Glendon and Leicester, trains are diverted via Melton with an R.R.B. Kettering - Harborough - Leicester.

The work might, of course, be between Kettering and Harborough, but, if it isn't, I'm not sure whether the aim is to replace the Southern leg of the RRB by running 360s Kettering to Harborough, or to replace the diversion with a service of 360s St Pancras - Harborough, RRB Harborough to Leicester and then forward by rail. If it's the former it might be more expensive, and hardly more comfortable, than an R.R.B. The 3+2 seating and other shortcomings of the 360s may disappoint long distance passengers if it's the latter

Funnily enough, there's another example near-by of infrastructure projects to cater for engineering closure eventualities - the re-doubling and electrification of the former goods lines between Wellingborough and Bedford, over which no electric train is timetabled. As far as I know, it's not yet been used by an electric train or loco.

 

[edwin_m]

Currently, when there's engineering work closing the line between Glendon and Leicester, trains are diverted via Melton with an R.R.B. Kettering - Harborough - Leicester.

The work might, of course, be between Kettering and Harborough, but, if it isn't, I'm not sure whether the aim is to replace the Southern leg of the RRB by running 360s Kettering to Harborough, or to replace the diversion with a service of 360s St Pancras - Harborough, RRB Harborough to Leicester and then forward by rail. If it's the former it might be more expensive, and hardly more comfortable, than an R.R.B. The 3+2 seating and other shortcomings of the 360s may disappoint long distance passengers if it's the latter

Funnily enough, there's another example near-by of infrastructure projects to cater for engineering closure eventualities - the re-doubling and electrification of the former goods lines between Wellingborough and Bedford, over which no electric train is timetabled. As far as I know, it's not yet been used by an electric train or loco.

The logical option would be to keep roughly the normal timetable south of Kettering but send the 810s on via Corby and the 360s to terminate at Harborough. Then everyone gets a through train except Harborough to/from the north, and only Harborough gets 360s instead of 810s, which I suspect most people would prefer over a RRB.

But it appears the electrification currently under construction won't allow that to happen. It may become possible once work starts on the northward extension.

 

[59CosG95]

May I please echo that sentiment. The work and photos are really much appreciated but smaller ones are great too.

Thank you very much everyone.

Not a problem! I'll try and go for JPEGs rather than RAW going forward - that's probably where the image size problem comes from.

 

[Hairy Bear]

Funnily enough, there's another example near-by of infrastructure projects to cater for engineering closure eventualities - the re-doubling and electrification of the former goods lines between Wellingborough and Bedford, over which no electric train is timetabled. As far as I know, it's not yet been used by an electric train or loco.

One of the ecs 360's frequently uses it daily, have used it several times due to late running 222 behind me, or problems on the main.
Don't make assumptions

 

[Merle Haggard]

One of the ecs 360's frequently uses it daily, have used it several times due to late running 222 behind me, or problems on the main.
Don't make assumptions

In my (happily, long-ago!) commuting days use of the slow lines by HSTs was not uncommon when there were problems, and later there was a morning up stopper booked that way to allow a fast Sheffield to overtake. However, my point was that there were no booked electric passenger service trains to re-inforce the logic that it was for eventualities - though I accept that this includes operational situations as well as engineering work.

Bearing in mind the way that the slow lines are routed along a separate alignment from the fasts is it the case that separate route knowledge for them is required? Possibly, the E.C.S., like the Derby-Melton-Kettering and v.v. E.C.S., is for route knowledge retention.

== Doublepost prevention - post automatically merged: 18 Mar 2022 ==

The logical option would be to keep roughly the normal timetable south of Kettering but send the 810s on via Corby and the 360s to terminate at Harborough. Then everyone gets a through train except Harborough to/from the north, and only Harborough gets 360s instead of 810s, which I suspect most people would prefer over a RRB.

But it appears the electrification currently under construction won't allow that to happen. It may become possible once work starts on the northward extension.

Thank you, that does make sense.

 

[zwk500]

The logical option would be to keep roughly the normal timetable south of Kettering but send the 810s on via Corby and the 360s to terminate at Harborough. Then everyone gets a through train except Harborough to/from the north, and only Harborough gets 360s instead of 810s, which I suspect most people would prefer over a RRB.

But it appears the electrification currently under construction won't allow that to happen. It may become possible once work starts on the northward extension.

The electrification currently being built doesn't affect the existing bi-di working. 2tph might be pushing it, but terminating 1tph at MH and 1tph at Kettering would still offer a regular train at MH which is better than being bussed to Kettering.

 

[Merle Haggard]

Yes, and timetabling the diversions will be easier now that the Kettering - Corby section is no longer single line. In the past, timing to reflect both that constraint (and Corby platform was on that single line section, causing further conflicts) and fitting in with the XC and EMR services over the Manton - Syston section resulted in some pathing waits - should be a lot easier now.

 

[Hairy Bear]

Bearing in mind the way that the slow lines are routed along a separate alignment from the fasts is it the case that separate route knowledge for them is required? Possibly, the E.C.S., like the Derby-Melton-Kettering and v.v. E.C.S., is for route knowledge retention.

No, the slow lines do not require seperate route knowledge.
Your soon in deep doodah without an alternative line to run upon.

 

[baz962]

No, the slow lines do not require seperate route knowledge.
Your soon in deep doodah without an alternative line to run upon.

I was going to comment on this earlier. Obviously the slow lines are signed off at the same time as the fasts . But just for the layman , you do need the separate route knowledge ie you need to know the speeds and junctions etc. That twenty on the up slow near Sharnbrook would catch you out if not. Plus the lower speeds through Luton or st Alban's etc.

 

[Flying Phil]

It was good to meet with two fellow RailUK Forum posters today (59CosG95 and PJM). There were four more masts in place beside platform 1 and a couple by platform 2. More are due to be erected by the crossovers to the North of the station.
At the Great Bowden footbridge all the cantilevers are in place.


Meanwhile at the Braybrooke supply site more High Voltage switchgear is in place by the big transformers and the base by the side of the track is being prepared for some equipment to be craned into place.

 

[ABB125]

It was good to meet with two fellow RailUK Forum posters today (59CosG95 and PJM). There were four more masts in place beside platform 1 and a couple by platform 2. More are due to be erected by the crossovers to the North of the station.
At the Great Bowden footbridge all the cantilevers are in place.
View attachment 111815View attachment 111816

Meanwhile at the Braybrooke supply site more High Voltage switchgear is in place by the big transformers and the base by the side of the track is being prepared for some equipment to be craned into place. View attachment 111817View attachment 111818

I wonder why there's such a big gap* between the high voltage transformers and the trackside equipment?

*Yes I know it's only ~100m

 

[swt_passenger]

I wonder why there's such a big gap* between the high voltage transformers and the trackside equipment?

*Yes I know it's only ~100m

I expect it’s because the position of the 400 kV side and it’s switching equipment is determined by the existing pylon. The 6 droppers from the pylon arms to the ground level equipment will have decided the layout of everything else. There’s a detailed drawing attached to my post #4278 last year.

I think that’s not exactly obvious from the photo though…

 

[PJM]

It was good to meet with two fellow RailUK Forum posters today (59CosG95 and PJM). There were four more masts in place beside platform 1 and a couple by platform 2. More are due to be erected by the crossovers to the North of the station.
At the Great Bowden footbridge all the cantilevers are in place.
View attachment 111815View attachment 111816

Meanwhile at the Braybrooke supply site more High Voltage switchgear is in place by the big transformers and the base by the side of the track is being prepared for some equipment to be craned into place. View attachment 111817View attachment 111818

Also good to meet you both!

 

[Nicholas Lewis]

I expect it’s because the position of the 400 kV side and it’s switching equipment is determined by the existing pylon. The 6 droppers from the pylon arms to the ground level equipment will have decided the layout of everything else. There’s a detailed drawing attached to my post #4278 last year.

I think that’s not exactly obvious from the photo though…

Sounds about right and easier to run 25kV cables then have to cable the 400kV to the 400/25kv transformers and a lot cheaper.

Also thanks to @Flying Phil for posting pictures of the build at Braybrooke great to see it coming together rather than just seeing it from a train window at speed.

 

[swt_passenger]

Also thanks to @Flying Phil for posting pictures of the build at Braybrooke great to see it coming together rather than just seeing it from a train window at speed.

I agree, it’s excellent coverage by @Flying Phil again, as it was with Market Harborough Station.

 

[Flying Phil]

Thanks...
..I was given to understand that there will be more to see North of Harborough as preparations for electrification to Wigston Junction ramp up.

 

[Merle Haggard]

A detail, but something I've noticed from passing trains, is that the steel piles seem to always be placed with a consistent amount projecting above the ground on the new work on the M.M.L.. Travelling on the G.W. during construction work the projection seemed to vary between flush with the surface and about 6'. Are they more competent now, or was it because of the differences in mast design? And how hard is it to get them all the same?

 

[edwin_m]

A detail, but something I've noticed from passing trains, is that the steel piles seem to always be placed with a consistent amount projecting above the ground on the new work on the M.M.L.. Travelling on the G.W. during construction work the projection seemed to vary between flush with the surface and about 6'. Are they more competent now, or was it because of the differences in mast design? And how hard is it to get them all the same?

It was reported at the time that a lot of the GWML piles wouldn't go in all the way, incurring the cost and delay of having to visit again to finish the job.

 

[Nottingham59]

It was reported at the time that a lot of the GWML piles wouldn't go in all the way

I did hear that they had to relocate the piles further away from the track to avoid buried cables etc., and this meant the piledriver on the HOOPS train didn't have enough leverage to do the job properly. Don't know how true that is.

 

[GRALISTAIR]

A detail, but something I've noticed from passing trains, is that the steel piles seem to always be placed with a consistent amount projecting above the ground on the new work on the M.M.L.. Travelling on the G.W. during construction work the projection seemed to vary between flush with the surface and about 6'. Are they more competent now, or was it because of the differences in mast design? And how hard is it to get them all the same?

It was reported at the time that a lot of the GWML piles wouldn't go in all the way, incurring the cost and delay of having to visit again to finish the job.

I did hear that they had to relocate the piles further away from the track to avoid buried cables etc., and this meant the piledriver on the HOOPS train didn't have enough leverage to do the job properly. Don't know how true that is.

One of those areas that I assume and absolutely hope, lessons were learned and have been applied to the Midland Main Line electrification project.
(Of course, Informed Sources Law 1 may apply!)

 

[quantinghome]

Lots of detail is publicly available on this issue:

https://www.nsar.co.uk/wp-content/uploads/2019/03/RIAECC.pdf

The key section:

Great reliance was placed on the High Output System (the HOPS and the OLE) to deliver electrification quickly, efficiently and with the minimum possible disruption to passengers and freight. This was a very laudable objective, but the outputs assumed in the programme were not achieved in practice. The greatest difficulty was with the productivity of the piling system to which the overlong piles were a significant contributory factor. This is arguably the root cause of all cost and programme overrun on GWEP, once the piling output fell behind and gaps were left requiring return visits the programme, which lacked resilience, rapidly became unrecoverable.

Re MML the report states:

It is encouraging that a current project (MML) is installing 95% of its piles to the empirical ORE/ OLEMI design and is achieving productivity averaging 6 piles in 4h30min working time with readily available plant such as shown in Figure 13. In practice productivity has been as high as 19 piles per shift. The empirical method is resulting in piles of 3 to 4.5m long, much shorter than originally on GWEP.

 

[Merle Haggard]

Thanks for all the information. I think (not sure) from passing trains that sometimes mast columns were put up on the very projecting piles.

A little bird told me once that, on one occasion, a single pile was taken into a G.W. worksite on a wagon with a D.B. cl 66 at each end, with their drivers of course staying on the loco during the possession. To be fair, progress on the Midland seems to be more rapid, but there are odd gaps between piles north of Glendon.

 

[Flying Phil]

At present there are odd small gaps, but the biggest gap is through Desborough. It may well be that they want to try and do that in one big session to minimise the disturbance in the town? There are also a couple of "problem" bridges there I believe.