MML Electrification: progress updates

[zwk500]

The Neutral Sections are documented in the SAs, so that covers FSs/ATFSs, MPTSCs/MPATSs, and some (but not all) TSCs/SATSs.
The remaining SATSs/TSCs (located at overlaps) and all the standalone ATSs (e.g. East Langton) aren't listed.

Thanks

 

[GraphitProjekt]

The Neutral Sections are documented in the SAs, so that covers FSs/ATFSs, MPTSCs/MPATSs, and some (but not all) TSCs/SATSs.
The remaining SATSs/TSCs (located at overlaps) and all the standalone ATSs (e.g. East Langton) aren't listed.

From the sectional appendices i can find (on the NwR website) they just list where the neutral sections are and not why they are there. So I've been trying to look for nearby ≥132kv substations to ascertain whether it's for a MPTSC/MPATS or a feeder station.
I had no idea that TSCs could have a neutral section too sometimes. I have been investigating GEML actually, and found more neutral sections than there are feeder sites or (logically) MPTSCs. But if neutral sections can occur at TSCs than that could explain it. Do you have any more insight as to why or when that might happen? Wouldn't that effectively make them identical to a MPTSC? My guess is that you get lots more flexibility to move the phase break up and down the line between feeder stations but I can't think why you'd need multiple gradations between 1st and 2cnd emergency feeding situations.

 

[Edvid]

Neutral sections at TSCs that aren't mid-point sites are usually located near junctions, either because the diverging route connects multiple electrified routes (like the GEML / LT&S) that have separate traction supplies, or the diverging route is long enough to require its own supply.

 

[WAO]

The book quoted is the best authority on this. However the following may help (E&OE!)

My understanding is that there are now broadly three (or more!) different OLE systems. The earliest, sometimes called Classic System has a FS about every 26 miles with two 132/25kV transformers feeding each side of a neutral section. They can be switched out/over if needed. Between each FS there are four sections separated by three TSC's. The centre one is the MPTSC with a neutral section which can be bridged but is normally open (NO). the other two are quarter distance TSC's with overlapping contact wires and are normally closed (NC). If feeding takes place over extra distances than normal then reduced traction power may required. While the running rail is earthed, a booster transformer may be added so that traction current forces return current from the rail into an extra return wire. This system is still used, without boosters, where appropriate.

The second system effectively uses the "booster" (now called autotransformer) on the contact wire from a second "feeder" wire, 50kV apart. The FS transformers therefore produce 50kV (earthed at the mid-point) from the 275/400kV supergrid. The effect is to top up the contact wire from the feeder wire in proportion to current drawn. This means that the contact wire voltage stays higher for longer and so the distance between FS's (sometimes now called GSP's) can be perhaps double. The autotransformers are situated at intervals. Between FS's there must be a MPTSC to separate the phases but now, with full SCADA remote control, switching from the ROC is possible both for isolation and fault re-setting.

The third system uses solid state inversion from almost any power source that is up to it, such as a DNO 33kV supply - perhaps even the 750Vdc feeder! These are called SFC's and can produce single phase without without unbalancing the 3 phase supply. They don't really need neutral sections as they can be of uniform phase but will have appropriate service switchgear.

And of course the above may be mixed, with some sections converted, quieter ones left to nestle in the sunshine, so you might have difficulty determining the exact present state.

We have excellent posters on the electrification boards who will keep you up to date with a continually changing situation. I hope that this is relevant, reasonably accurate and helps.

WAO

 

[GraphitProjekt]

The book quoted is the best authority on this. However the following may help (E&OE!)

My understanding is that there are now broadly three (or more!) different OLE systems. The earliest, sometimes called Classic System has a FS about every 26 miles with two 132/25kV transformers feeding each side of a neutral section. They can be switched out/over if needed. Between each FS there are four sections separated by three TSC's. The centre one is the MPTSC with a neutral section which can be bridged but is normally open (NO). the other two are quarter distance TSC's with overlapping contact wires and are normally closed (NC). If feeding takes place over extra distances than normal then reduced traction power may required. While the running rail is earthed, a booster transformer may be added so that traction current forces return current from the rail into an extra return wire. This system is still used, without boosters, where appropriate.

The second system effectively uses the "booster" (now called autotransformer) on the contact wire from a second "feeder" wire, 50kV apart. The FS transformers therefore produce 50kV (earthed at the mid-point) from the 275/400kV supergrid. The effect is to top up the contact wire from the feeder wire in proportion to current drawn. This means that the contact wire voltage stays higher for longer and so the distance between FS's (sometimes now called GSP's) can be perhaps double. The autotransformers are situated at intervals. Between FS's there must be a MPTSC to separate the phases but now, with full SCADA remote control, switching from the ROC is possible both for isolation and fault re-setting.

The third system uses solid state inversion from almost any power source that is up to it, such as a DNO 33kV supply - perhaps even the 750Vdc feeder! These are called SFC's and can produce single phase without without unbalancing the 3 phase supply. They don't really need neutral sections as they can be of uniform phase but will have appropriate service switchgear.

And of course the above may be mixed, with some sections converted, quieter ones left to nestle in the sunshine, so you might have difficulty determining the exact present state.

We have excellent posters on the electrification boards who will keep you up to date with a continually changing situation. I hope that this is relevant, reasonably accurate and helps.

WAO

Thanks for the insight!
I own a signed hardback copy of Garry Keenor's book and it is indeed very good. However, it doesn't especially cover feeding and sectioning arrangements in practice - which is not a criticism, it's probably sensible considering how often things change.

For instance, in my inquiries into GEML, i've found feeder stations with no apparent MPTSC (Shenfield to Springfield), and the next stretch between feeder stations (Springfield to Manningtree) to have 3 neutral sections (Witham, Hill house, Colchester). From this I conclude the Witham and Colchester sites must have their busbar circuit breakers normally closed despite their neutral sections (This is why I was interested in someone mentioning TSCs with neutral sections as this is not mentioned in Keenor's book.) And also that either Shenfield or Springfield only feeds in one direction (the are only about 21km apart). These are among other uncertainties.

I am very sure that the answers to all my possible questions are somewhere on this website but it can be quite hard to find, I have only been following this thread for about a year at most.

I should probably just start my own thread honestly (not least because this conversation might elicit some red text soon enough...) but I need to be sure I know all my questions first

 

[WAO]

You may already have accessed:

Electrification codes introduction

UK railway electrification mast prefix codes: introduction

www.railwaycodes.org.uk

WAO

 

[Edvid]

Another OLE125 weekend coming up - works taking place between Luton & St Albans, along with prep works for the Radlett SRFI connection.

Changes to EMR and Thameslink journeys south of Luton this weekend

Passengers are being urged to check before they travel ahead of engineering work this weekend that will see buses replacing East Midlands Railways and Thameslink trains south of Luton.

www.networkrailmediacentre.co.uk

Engineers will be working between Saturday 19 and Sunday 20 October to:

• Continue work to upgrade the overhead lines which powers trains and track south of Bedford, specifically on the St Albans to Luton section of the line.
• Carry out enabling work for the Radlett Strategic Rail Freight Interchange.
• Complete other maintenance jobs to improve safety and the reliability of the railway network.

The engineering work will allow smoother, faster, and quieter journeys for passengers travelling to and from the East Midlands and London, as well as enabling more freight to be transported by rail in the future.

Upgrading the overhead lines south of Bedford between St Albans and Luton will mean East Midlands Railway (EMR) can run its new fleet of electric trains up to 125mph in the future.

Separate to Network Rail’s work, industrial and logistics warehouse developer, SEGRO, are constructing a new bridge which will be slid underneath the tracks on the Midland Main Line in December to enable future access between the rail network and the Radlett Strategic Rail Freight Interchange.

Part of the preparation for this involves relocating and upgrading overhead line equipment on the Midland Main Line between St Albans and Watford.

EMR* and Thameslink* will be operating a revised train service while the work is carried out, with buses replacing all trains between Luton and Mill Hill Broadway, north of London St Pancras.

Passengers are advised to plan ahead via National Rail Enquiries as their journeys may be impacted or via EMR’s and Thameslink's social media channels and website.

Gavin Crook, principal programme sponsor for Network Rail’s East Midlands route said: “Upgrading the overhead line equipment between St Albans and Luton is the next stage in our continuous work to bring passengers smoother and faster journeys to and from London.
“While this work is ongoing, teams will also be upgrading the overhead lines for the Radlett Strategic Freight Interchange ahead of the new bridge which will be slid into place over the festive period. Other small jobs will also be underway to improve the safety and reliability of the rail network.
“We would like to thank passengers for their patience and understanding while we continue with these vital railway improvements.”

Philippa Cresswell, Customer Service Director for East Midlands Railway, said: “We recommend customers planning to travel to or from London this weekend (19 and 20 October) to check their journeys in advance by looking for updates on the EMR website.
“We are working closely with Network Rail to keep customers moving throughout the engineering work, and EMR services will be running where possible, however journey times will be longer than normal with rail replacement buses and amended timetables in place.
“We would like to thank our customers for their patience whilst the vital signalling work on the Midland Mainline takes place. This work will greatly benefit our customers in the future with more reliable journeys to and from London.”

Jenny Saunders, Govia Thameslink Railway Customer Services Director said: “We won’t have any trains between Luton and Mill Hill Broadway this weekend because of this essential improvement work to the network by Network Rail.
“Thameslink trains will run between Bedford and Luton and between London and Mill Hill Broadway only and for many you’ll need to take a bus which will take longer. Please check ahead on our Thameslink website.”

​

Notes to Editors​

Changes to train services*

19 to 20 October: There will be no EMR trains running between Luton and London St Pancras International. Rail replacement buses will run between Luton and Hitchin, to connect with alternative train services to and from London.
For Thameslink passengers, no trains will run between Luton and Mill Hill Broadway. Rail replacement buses will operate between Luton and Mill Hill Broadway, Luton Airport Parkway and Hitchin, Harpenden and Potters Bar via St Albans to connect with alternative Great Northern or Thameslink services to and from London.
Find more information here: https://www.nationalrail.co.uk/engineering-works/luton-london-st-pancras-international-20241019/

 

[John Webb]

....Separate to Network Rail’s work, industrial and logistics warehouse developer, SEGRO, are constructing a new bridge which will be slid underneath the tracks on the Midland Main Line in December to enable future access between the rail network and the Radlett Strategic Rail Freight Interchange.

Part of the preparation for this involves relocating and upgrading overhead line equipment on the Midland Main Line between St Albans and Watford....

Are they planning a link to the Abbey line?

 

[Edvid]

You'd think that kind of plan would've leaked before now!

In truth, someone in the NR press department probably got their St Albans wires crossed. For "Watford", read "Radlett".

 

[CTS1990]

You'd think that kind of plan would've leaked before now!

In truth, someone in the NR press department probably got their St Albans wires crossed. For "Watford", read "Radlett".

Let's hope the 'crossed wires' are 125mph compatible!

 

[PJM]

810001 on 5Q50 Bedford to Leicester at Market Harborough on test. Pan down at this point.

 

[Snow1964]

Lots of East Midlands Business leaders and MPs urging extension northwards from South Wigston. Listing lots of potential benefits

Regional leaders, MPs and the biggest business organisation in the East Midlands have joined forces to urge government to power up plans to electrify more sections of the Midland Mainline railway.

They say that more than 4,000 skilled jobs could be created if government signs off plans to electrify parts of the line which go north of South Wigston in Leicestershire.

Industry experts say the most cost-effective way to deliver on those plans will be to let the firms and workers who have been building electrification infrastructure further south know that more work is on the way.

Midland Mainline is the main rail link between the East Midlands region, South Yorkshire and London, carrying more than nine million passengers a year and bringing annual economic benefits of £450m.

Unlike the East and West Coast main lines, it is not fully electrified, meaning trains must switch to polluting diesel power when they go north past South Wigston in Leicestershire and on to Leicester, Derby, Nottingham, Chesterfield and Sheffield.

Ahead of the 30 October Budget, Transport for East Midlands (TfEM) has revealed analysis showing that alongside the transport and environmental benefits, electrification of the line up to Sheffield could create 4,300 new jobs, including skilled occupations, and more than 100 apprenticeships.

The analysis also shows that over the remaining course of the project, electrification of the Midland Mainline could generate an additional £61m in economic value from jobs created in the East Midlands, and nearly £18m in social value benefit.

Sir Peter Soulsby, the chair of TfEM, said: “After the cancellation of the eastern leg of HS2, it’s vital that the East Midlands’ existing rail infrastructure is improved and upgraded to support rising passenger demand and the need for economic growth.

“One of the critical components of getting electrification done cost-effectively is to ensure we’ve got a workforce that has the skills and capacity to deliver. I’m urging government to signal progress on the next phase beyond South Wigston so that we can keep the workforce together and develop the skills we’ll need for future sections to be electrified.”

Government urged to power up 4,300 jobs with Midland Mainline electrification | TheBusinessDesk.com

Regional leaders say that more than 4,000 skilled roles could be created if government signs off plans to electrify parts of the line

www.thebusinessdesk.com

 

[Peter Sarf]

Lots of East Midlands Business leaders and MPs urging extension northwards from South Wigston. Listing lots of potential benefits

Government urged to power up 4,300 jobs with Midland Mainline electrification | TheBusinessDesk.com

Regional leaders say that more than 4,000 skilled roles could be created if government signs off plans to electrify parts of the line

www.thebusinessdesk.com

It is good to see more noises from people about effectively trying to keep a rolling program of electrification going so that we can harvest the benefits of an already skilled (battle hardened) workforce.

But will the voters notice ?.

Need more publicity.

 

[jthjth]

It is good to see more noises from people about effectively trying to keep a rolling program of electrification going so that we can harvest the benefits of an already skilled (battle hardened) workforce.

But will the voters notice ?.

Need more publicity.

Ask the voters and they will ask what’s in it for them?
Will fares on an already very expensive MML come down? Doubtful.
Will journey times decrease? Probably not in any meaningful way.

 

[bramling]

Thanks for the insight!
I own a signed hardback copy of Garry Keenor's book and it is indeed very good. However, it doesn't especially cover feeding and sectioning arrangements in practice - which is not a criticism, it's probably sensible considering how often things change.

For instance, in my inquiries into GEML, i've found feeder stations with no apparent MPTSC (Shenfield to Springfield), and the next stretch between feeder stations (Springfield to Manningtree) to have 3 neutral sections (Witham, Hill house, Colchester). From this I conclude the Witham and Colchester sites must have their busbar circuit breakers normally closed despite their neutral sections (This is why I was interested in someone mentioning TSCs with neutral sections as this is not mentioned in Keenor's book.) And also that either Shenfield or Springfield only feeds in one direction (the are only about 21km apart). These are among other uncertainties.

I am very sure that the answers to all my possible questions are somewhere on this website but it can be quite hard to find, I have only been following this thread for about a year at most.

I should probably just start my own thread honestly (not least because this conversation might elicit some red text soon enough...) but I need to be sure I know all my questions first

If you look at something like the GE, a partial answer may well be that feeder stations have been added over the years, so what may have once been a quite neat arrangement of FS and TSCs no longer is. Springfield FS and Hythe FS were both later additions, whilst at some point Colchester FS was changed to become a TSC. Bear in mind the complexities required for exacerbated feeding and this explains why things are quite messy.

 

[Nottingham59]

It is good to see more noises from people about effectively trying to keep a rolling program of electrification going so that we can harvest the benefits of an already skilled (battle hardened) workforce.

But will the voters notice ?.

Need more publicity.

Totally agree with keeping a rolling programme going, but using the MML to do that won't provide any passenger benefits in the short or medium term. The 810 microfleet has been ordered specifically to to be just as powerful under diesel as under the wires. What other traction might use the MML electrification? Wouldn't it be better to electrify somewhere else that will immediately allow diesel trains to be cascaded, like Didcot-Oxford or Windermere?

 

[zwk500]

Totally agree with keeping a rolling programme going, but using the MML to do that won't provide any passenger benefits in the short or medium term. The 810 microfleet has been ordered specifically to to be just as powerful under diesel as under the wires. What other traction might use the MML electrification? Wouldn't it be better to electrify somewhere else that will immediately allow diesel trains to be cascaded, like Didcot-Oxford or Windermere?

Tbh there's enough on the GW (Didcot-Oxford, Chippenham-Bristol TM-Parkway, Reading-Basing, Newbury-Exeter etc) to keep a rolling team there busy. The MML team can crack on in the meantime, hopefully bringing costs down so that they can roll on to, e.g. Sheffield-Doncaster, Swinton-Moorthorpe, Birmingham-Nuneaton (-Leicester-Peterborough), Birmingham-Derby, etc.

 

[Roast Veg]

What other traction might use the MML electrification?

It depends on your definition of "medium term", but anything north of Derby also benefits whatever replaces the Voyagers. That's quite a few combined tph not burning expensive fuel for quite some distance.

 

[Peter Sarf]

Totally agree with keeping a rolling programme going, but using the MML to do that won't provide any passenger benefits in the short or medium term. The 810 microfleet has been ordered specifically to to be just as powerful under diesel as under the wires. What other traction might use the MML electrification? Wouldn't it be better to electrify somewhere else that will immediately allow diesel trains to be cascaded, like Didcot-Oxford or Windermere?

In an ideal world MML would be complete and electric trsains procured, then the 810s can move on to another route thsat is gradually getting electrified. Snag is all these non-standard bespoke small fleets don't make cascading easy. I can see that one day maybe in my lifetime there will be a surplus of BiModes because we have picked at parts of several different networks !. Finish the MML, otherwise we get it half done until the relevant BiModes reach the end of their life.

It depends on your definition of "medium term", but anything north of Derby also benefits whatever replaces the Voyagers. That's quite a few combined tph not burning expensive fuel for quite some distance.

One day we will be looking forward to infil electrification on the Cross Country network. But in the meantime, as you say, we need more to hang that on and MML as far as Sheffield leaves some tempting infils (Birmingham-Derby plus Sheffield to Leeds/Doncaster.

 

[Vexed]

Totally agree with keeping a rolling programme going, but using the MML to do that won't provide any passenger benefits in the short or medium term. The 810 microfleet has been ordered specifically to to be just as powerful under diesel as under the wires. What other traction might use the MML electrification? Wouldn't it be better to electrify somewhere else that will immediately allow diesel trains to be cascaded, like Didcot-Oxford or Windermere?

Surely the diesel engines can just be taken out and the units made a little lighter, once electrification is finished? Maybe leave one or replace with a traction battery pack.

I thought the main feature making it a microfleet was the need for a shorter length to fit the platforms at St Pancras.

 

[AM9]

Surely the diesel engines can just be taken out and the units made a little lighter, once electrification is finished? Maybe leave one or replace with a traction battery pack.

I thought the main feature making it a microfleet was the need for a shorter length to fit the platforms at St Pancras.

Taking the engines out would need to be followed by insertion of an equivalent ballast weight, or the much more expensive option of modifying the suspension to provide the correct ride dynamics.

 

[GRALISTAIR]

Taking the engines out would need to be followed by insertion of an equivalent ballast weight, or the much more expensive option of modifying the suspension to provide the correct ride dynamics.

Yes I don’t think some people realize it is not just a matter of taking the diesel engine/other out. It just is not that simple.

 

[Vexed]

I thought I had seen it mentioned here before, I stand corrected then.

 

[Edvid]

Last weekend's OLE125 works done - 29 headspans (renewed), 3 contact wire runs (retensioned), 4 sets of bridge arms (replaced) and 2 Henley insulators (replaced, I think*).

SPL have almost trebled their headspan renewal rate from a year ago, which is great news. I did previously wonder how a majority of the Hendon-St Albans works would be accomplished during the upcoming Xmas possession...

#teamspl | SPL POWERLINES UK&I | 17 comments

Some amazing photos from Wk30's 48hr possession on SoB OLE125 Compatibility Project. SPL POWERLINES UK achieved a fantastic amount of work over the weekend: - 29 headspans - 3 contact wire runs - 4 sets of bridge arms - 2 Henley insulators Well done #TeamSPL | 17 comments on LinkedIn

www.linkedin.com

[* It appears to me each headspan renewal includes replacing several insulators anyway, so I don't know why this was listed separately]

 

[themiller]

I thought I had seen it mentioned here before, I stand corrected then.

Wasn’t it stated some years ago during the procurement that extra engines were being fitted to the IETs pending completion of the GWR electrification at which time they would be removed and sold? If this is so, what was the plan regarding the difference in weight afterwards?

 

[Bald Rick]

Last weekend's OLE125 works done - 29 headspans (renewed), 3 contact wire runs (retensioned), 4 sets of bridge arms (replaced) and 2 Henley insulators (replaced, I think*).

SPL have almost trebled their headspan renewal rate from a year ago, which is great news. I did previously wonder how a majority of the Hendon-St Albans works would be accomplished during the upcoming Xmas possession...

#teamspl | SPL POWERLINES UK&I | 17 comments

Some amazing photos from Wk30's 48hr possession on SoB OLE125 Compatibility Project. SPL POWERLINES UK achieved a fantastic amount of work over the weekend: - 29 headspans - 3 contact wire runs - 4 sets of bridge arms - 2 Henley insulators Well done #TeamSPL | 17 comments on LinkedIn

www.linkedin.com

[* It appears to me each headspan renewal includes replacing several insulators anyway, so I don't know why this was listed separately]

Not surprised with the productivity - it was near impossible to miss SPL vans and Road Railers around St Albans / Harpenden last weekend - they were everywhere !

 

[AM9]

Wasn’t it stated some years ago during the procurement that extra engines were being fitted to the IETs pending completion of the GWR electrification at which time they would be removed and sold? If this is so, what was the plan regarding the difference in weight afterwards?

The fact that nobody here has posted comments to that level of detail doesn't mean that it wouldn't need doing. Just look back at threads discussing the finer points of the class 80x's ride. To implement a quick and dirty removal of traction trays (note that it would be the whole genset), would leave the cars with very stiff and twitchy suspension.

 

[jthjth]

The fact that nobody here has posted comments to that level of detail doesn't mean that it wouldn't need doing. Just look back at threads discussing the finer points of the class 80x's ride. To implement a quick and dirty removal of traction trays (note that it would be the whole genset), would leave the cars with very stiff and twitchy suspension.

If the Diesels were removed it would prevent the use of the Syston - Manton - Corby diversion route.

 

[GraphitProjekt]

If you look at something like the GE, a partial answer may well be that feeder stations have been added over the years, so what may have once been a quite neat arrangement of FS and TSCs no longer is. Springfield FS and Hythe FS were both later additions, whilst at some point Colchester FS was changed to become a TSC. Bear in mind the complexities required for exacerbated feeding and this explains why things are quite messy.

Thanks for your comment. At some point I think I'll start a new thread for my questions but I'm still trying to do as much research as I can before admitting defeat. Springfield being a later addition is quite helpful though! The sign on the gate says something to the effect of "Springfield BR" so if it's not from the 1960s, I'm going to wager it dates from the extension to Norwich in the late 80s.

 

[bramling]

Thanks for your comment. At some point I think I'll start a new thread for my questions but I'm still trying to do as much research as I can before admitting defeat. Springfield being a later addition is quite helpful though! The sign on the gate says something to the effect of "Springfield BR" so if it's not from the 1960s, I'm going to wager it dates from the extension to Norwich in the late 80s.

I think Springfield is very slightly later than Norwich, just looking at the type of switchgear. It’s more likely to be early 90s. I’d suggest it was installed to strengthen supplies in the area.

The GE has seen many changes over the years, not least because it was one of the earliest areas to be electrified, complete with sections of DC electrification (Shenfield) and 6.25kV AC (Southend). Altering all of this into a standard 25kV AC system has produced a setup that is rather messy compared to if the whole thing had been done from scratch.