WCML substations

[bramling]

Here's a nugget from my archives. Original 1963 Euston - Manchester - Liverpool Electrification Major Switching Diagram (what we'd now call a Major Feeding Diagram). A few amendments over the years but last updated 1993 for Manchester Airport / Heald Green. Hope it's readable as it was a large TIFF file I've converted to JPG. Should give Graphitprojekt something to chew on.

Wow very interesting, thanks for taking the time to post this. If you have any others please do consider posting them.

 

[GraphitProjekt]

Very interesting, thanks for that. Looks like some kind of transitional state between Heaton Norris and the now Edgeley+Heald Green setup. And perhaps a perhaps a transitional state between Tamworth getting one of its transformers replaced.

I hadn't previously heard of Milford & Brocton, or indeed a TSC actually at Euston.

 

[WAO]

Many thanks - it zooms in and stays very clear. Fascinating to see the variety of transformer ratings and the clear distinction between overlap and neutral sections. Also Kings Langley and Headstone Lane adjacent neutral section TSC's with KL n/c. Were Crewe TF's 10 and 15MVA?

Let's salute the operators who memorised this diagram!

WAO

 

[Nicholas Lewis]

Here's a nugget from my archives. Original 1963 Euston - Manchester - Liverpool Electrification Major Switching Diagram (what we'd now call a Major Feeding Diagram). A few amendments over the years but last updated 1993 for Manchester Airport / Heald Green. Hope it's readable as it was a large TIFF file I've converted to JPG. Should give Graphitprojekt something to chew on.

Oh thats great to have such an overview of the WCML South system as it was pre the WCRM works.

 

[PeteK]

Here's a nugget from my archives. Original 1963 Euston - Manchester - Liverpool Electrification Major Switching Diagram (what we'd now call a Major Feeding Diagram). A few amendments over the years but last updated 1993 for Manchester Airport / Heald Green. Hope it's readable as it was a large TIFF file I've converted to JPG. Should give Graphitprojekt something to chew on.

I’ll check this out tomorrow. If anybody finds similar for the GE around 1970 I’d bite their hand off.

 

[59CosG95]

Not sure where else to stick this, but Oxhey Grange footbridge on the WCML south of Bushey is due to be demolished at short notice.
See link from Network Rail here.

West Coast Main Line to close between London Euston and Watford due to emergency bridge work​

Region & Route: North West & Central | North West & Central: West Coast Mainline South
Passengers are being urged to avoid travel if they can during major railway disruption on Sunday 20 September until 4pm when Network Rail removes Oxhey Grange footbridge near Watford in an emergency operation to keep the railway safe.

The bridge, which crosses the West Coast Main Line south of Watford Junction, was closed on 26 July after routine inspections revealed it had deteriorated more quickly than expected and required urgent intervention. Engineers have decided it must now be removed as soon as possible to protect passengers, railway workers and the local community.

To complete the work safely, Network Rail will close all four West Coast Main Line tracks and the adjacent London Overground Lioness line beneath the bridge from midnight on Saturday 19 September until 4pm on Sunday 20 September. The bridge will be lifted out in a single operation using a specialist 100-metre-tall heavy-lift crane capable of lifting 1,200 tonnes. This approach significantly reduces the amount of time the railway needs to be closed compared with alternative removal methods.

The closure will affect journeys between London Euston and Watford Junction until 4pm, with amended services operating across the West Coast Main Line.

Passengers travelling between London, the West Midlands, North West England and Scotland are being advised to avoid travel if they can. Those who need to make journeys should check before travelling and allow extra time. Updated timetables for Sunday 20 September will be available in journey planners from Monday 7 September.

During the closure:

• Avanti West Coast services to and from Scotland and North West England will start and terminate at Milton Keynes Central, with additional services starting and terminating at Rugby.
• London Northwestern Railway services will operate between Milton Keynes Central and destinations to the north, with an hourly shuttle service running between Milton Keynes Central and Watford Junction.
• London Overground Lioness line services will be limited to two trains per hour between Euston and Willesden Junction, while London Underground Bakerloo line services will continue to operate normally.
• Passengers travelling between England and Scotland will still be able to travel using alternative rail and replacement bus arrangements, although journey times will be longer than usual.

Preparatory work is already under way at the site, including structural monitoring, site surveys and construction of a crane platform. Temporary speed restrictions are also in place beneath the bridge as a precaution while removal plans are completed.

Network Rail is continuing to develop plans for a replacement crossing and will engage with local residents and stakeholders as the project progresses.

I bring it up here as this seems like a potentially decent window to undertake more power supply upgrade works at Bushey, short as the window is.

 

[GraphitProjekt]

Is the Bushey area PSU work actually undergoing construction at the moment? If not it'd be surprising if anything could be done at such short notice.

I do wonder if the issue with Bushey netural section itself is any closer to being resolved? Not being able to separate phase at Bushey would surely seriously exacerbate an N-2 at Acton Ln and especially Bushey itself. Bourne End to Euston all fed from a single Acton Ln supply doesn't sound good

 

[GraphitProjekt]

https://www.railmagazine.com/news/w...ast-main-line-power-supply-problems-laid-bare
A little bit of coverage about this topic from RAIL focusing on the Crewe-Weaver section. I'll put the full text in a spoiler.

Spoiler: article text

Significant power outages could increase on the West Coast Main Line (WCML) as ageing electrification equipment struggles to cope with the demands put on it, Network Rail has warned.

The 16-mile section between Crewe and Weaver Junction (where the Liverpool line leaves the WCML) handles approximately 300 trains a day, including 260-280 passenger services passing through, carrying 29,000 passengers. An estimated 10.5 million journeys are made through this area (declared Congested Infrastructure in November 2025) each year.

However, the assets to help deliver the 25kV power date back as far as 1959 and are deteriorating due to their age and the strain put on them.

The main cause for concern is switchgear which manages sections of high-voltage power by switching it on or off and disconnecting faulty parts.

The Crewe-Weaver Junction section still relies on oil-filled switchgear and older transformer arrangements which Network Rail (NR) says were “never designed to handle today’s operational pressures”.

NR has said these assets are routinely tripping around 17 times a month, but it has warned the trips are increasing in frequency and duration.

Explaining why NR can’t support Avanti West Coast’s plans to restore its off-peak London Euston-Blackpool service and convert some of its second hourly Liverpool services to firm rights, Akaash Bhandari, Franchise & Access Manager, wrote: “Network Rail expects to see at least one significant outage two days per year, and the assumption is that this would result in one failure a day in 2026/27 and this would increase exponentially if the relevant risks are not managed.”

Installed in 1959, these assets had an expected life of 50 years and a maximum of 60.

In a Congested Infrastructure Report, NR said there is progressive deterioration of the switchgear and no European-based manufacturer of the equipment. There are also “very limited spares across the UK”.

The switchgear must be inspected, stripped down and have the oil (needed for insultation and arc-quenching) changed every two years. However, after 30 circuit breaker trips, a full service must take place.

Due to the number of trips, the assets are being serviced every six to nine months. NR has described trips and subsequent maintenance as “adding unsustainable labour and cost”.

The switchgear is similar to that used at North Hyde substation in Hayes, west London, which caught fire on March 20, 2025. The blaze led to a blackout at Heathrow and the loss of power to 60,000 buildings.

Oil-filled equipment was also used at Dunton feeder station in the Anglia region which exploded in 2009, with a blast area of 100 metres.

NR has warned that a similar incident could lead to electrification equipment being out of action for up to two years and said similar risk indicators are now appearing on the WCML.
It’s also identified that a track sectioning cabinet (that houses electrical power and control systems) at Winsford is within 100m of a main road, a housing estate and the station, and that a “catastrophic failure” would pose “a significant risk to railway and non-railway users”.

Meanwhile, Crewe Feeding Station is “within 100m of significant amounts of infrastructure including the WCML towards Preston and Manchester and signalling equipment rooms.

Planned upgrades in Control Periods 4 (2009-2014), 5 (2014-2019) and 6 (2019-2024) were deferred due to funding issues.

This included a WCML Power Supply Upgrade, which was due to include installing auto transformer-based traction power systems between Weaver Junction and Crewe, with modern switchgear which doesn’t require any potentially flammable oil.

This, NR said, was “intended to increase power supply”, however it was put on [hold] around 2018/19.

NR told RAIL: Elements of the programme were descoped during CP5 due to delivery challenges, rising costs and wider affordability pressures. The decision was taken jointly by Network Rail and the Office of Rail and Road under the Enhancements Delivery Plan process. Since then, some previously deferred elements have been developed in collaboration with the Department for Transport (DfT).”

The company also said: “With safety always our number one priority, Network Rail has rigorous inspection, monitoring and maintenance regimes in place across all assets on the WCML to help ensure the railway continues to operate safely and reliably.”

It also has a “committed and partially funded project” to replace the oil-filled switchgear between 2028 and 2030, as well as to upgrade power capacity through auto transformer feeding.

Currently, £38 million has been allocated through to delivery with other work in design. Future delivery funding depends on assured cost plans developed with supply chain input and business case approval.

NR said in its report that, if there is no funding to resolve the power supply problem, the majority of electric services would need to be capped at December 2026 levels.

It added: “This would effectively create a one in, one out situation for electric services. Similarly, if an operator wished to run an electric train using a current diesel path, the equivalent electric capacity would first need to be freed.

“In practice, for more powerful, longer passenger and freight services to be included, this could mean that multiple electric passenger services would need to be withdrawn to support a single additional electric freight or high-powered longer passenger path.”

The Congested Infrastructure declaration will remain in place until power capacity has been strengthened, with NR reviewing opportunities to support additional services and working with operators to maximise bi-mode traction.

Avanti uses a Class 805 bi-mode on diesel power north of Lichfield on one of its Liverpool diagrams, due to the power supply problem. The operator has said this can only be a temporary solution due to capacity implications, while NR has acknowledged it’s not a sustainable solution. However, it says it cannot support either Avanti application until power supplies are upgraded.

Lumo also plans to introduce battery-electric bi-mode units on its Stirling services if it secures track access beyond 2030, and has applied to run to Rochdale via Warrington, also using bi-modes.

Freightliner wants to make more use of its Class 90s on WCML intermodal services, while GB Railfreight wants its bi-mode ‘99s’ to run on electric power where possible.

Noel Dolphin, Head of UK Projects at Furrer+Frey, described the report as “the most damning report on long-term infrastructure planning and investment I have read that isn’t from a safety investigation”.

He told RAIL: “It’s unbelievable it has been deferred for so long when they clearly knew what was happening,” adding that other upgrades have been approved that “rely on power that wasn’t there”.

“Procuring large switchgear is a multi-year process, followed by installation and connection, so it will take years to fix fully, and the risks remain until then.”

Chris Gibb, former Virgin West Coast Chief Operating Officer, said the report “demonstrates a failure of the privatised structure”.

He added: “DfT has happily awarded franchises with commitments to more services and more electric trains without assuring themselves that NR would provide adequate infrastructure for this. It’s a sorry situation where NR’s asset renewal programme hasn’t kept up with the industry rhetoric about running more electric passenger and freight trains.”

NR’s plan for the Crewe-Weaver Junction stretch of the WCML is part of a £240m investment in power infrastructure. It also plans to enhance the power capability into Euston by 2028 and install a new connection to the National Grid between Farington (Leyland) and Preston by 2030.

An Avanti West Coast spokesperson said: “Whilst we are running more services that ever before on the West Coast Main Line, we continue to work with Network Rail and other operators to maximise the available train capacity on the route, ensuring that we deliver strong connectivity across the regions we serve.”

GB Railfreight added: “GB Railfreight is aware of the constraints affecting the traction power supply on parts of the West Coast Main Line and is engaging with Network Rail as part of the normal planning process.

"The business has invested c.£150m in a fleet of Class 99s that can further decarbonise rail freight – we call on everyone involved to work together to maximise the returns on this investment – that could deliver huge operational and environmental benefits across the network.”

And here's some key points:

Due to the number of trips, the assets are being serviced every six to nine months. NR has described trips and subsequent maintenance as “adding unsustainable labour and cost”.
Oil-filled equipment was also used at Dunton feeder station in the Anglia region which exploded in 2009, with a blast area of 100 metres... similar risk indicators are now appearing on the WCML... at Winsford [TSC which] is within 100m of a main road, a housing estate and the station...Meanwhile, Crewe Feeding Station is “within 100m of significant amounts of infrastructure including the WCML towards Preston and Manchester and signalling equipment rooms.

Planned upgrades in Control Periods 4 (2009-2014), 5 (2014-2019) and 6 (2019-2024) were deferred due to funding issues.

This included a WCML Power Supply Upgrade, which was due to include installing auto transformer-based traction power systems between Weaver Junction and Crewe, with modern switchgear which doesn’t require any potentially flammable oil.

This, NR said, was “intended to increase power supply”, however it was put on hold around 2018/19.

It also has a “committed and partially funded project” to replace the oil-filled switchgear between 2028 and 2030, as well as to upgrade power capacity through auto transformer feeding.

Currently, £38 million has been allocated through to delivery with other work in design. Future delivery funding depends on assured cost plans developed with supply chain input and business case approval.

NR said in its report that, if there is no funding to resolve the power supply problem, the majority of electric services would need to be capped at December 2026 levels...“In practice, for more powerful, longer passenger and freight services to be included, this could mean that multiple electric passenger services would need to be withdrawn...”

Avanti uses a Class 805 bi-mode on diesel power north of Lichfield on one of its Liverpool diagrams, due to the power supply problem. The operator has said this can only be a temporary solution due to capacity implications...

Lumo also plans to introduce battery-electric bi-mode units on its Stirling services if it secures track access beyond 2030, and has applied to run to Rochdale via Warrington, also using bi-modes.

Freightliner wants to make more use of its Class 90s on WCML intermodal services, while GB Railfreight wants its bi-mode ‘99s’ to run on electric power where possible.

Noel Dolphin, Head of UK Projects at Furrer+Frey, ... told RAIL: “It’s unbelievable it has been deferred for so long when they clearly knew what was happening,” adding that other upgrades have been approved that “rely on power that wasn’t there”.

NR’s plan for the Crewe-Weaver Junction stretch of the WCML is part of a £240m investment in power infrastructure. It also plans to enhance the power capability into Euston by 2028 and install a new connection to the National Grid between Farington (Leyland) and Preston by 2030.

Right so we have some promises around timelines for once. Also, Penwortham ATFS mentioned!

Especially damming to read the list of customers who really want to run electric services on the line, to say the least of the threat that a substation could just blow up one day. It's a bit woolly for me to understand who is actually responsible for such essential work just being neglected. It just says work was "deferred" through different CPs. I'd guess this is NwR choosing to abandon the work when made to make savings by DfT. But I suppose if they had prioritised this over some other work, something else would be falling apart right now instead. However, the fact that NwR headcount seems to always be getting squeezed by DfT policy will surely exacerbate an issue where an asset is now needing inspection and maintenance way more often than it should.

 

[thecrofter]

Especially damming to read the list of customers who really want to run electric services on the line, to say the least of the threat that a substation could just blow up one day. It's a bit woolly for me to understand who is actually responsible for such essential work just being neglected. It just says work was "deferred" through different CPs. I'd guess this is NwR choosing to abandon the work when made to make savings by DfT. But I suppose if they had prioritised this over some other work, something else would be falling apart right now instead. However, the fact that NwR headcount seems to always be getting squeezed by DfT policy will surely exacerbate an issue where an asset is now needing inspection and maintenance way more often than it should.

The work isn't being negelcted - certainly by those who own the assets. In simplistic terms, governance of Renewals & Enhancements is through Network Rail's (NR, not NwR please) Investment Regulations. Prior to the start of each Control Period (CP), Asset Managers and Enhancement teams submit their budgeted proposals for the next control period which is then reviewed by the Office of Rail & Road. ORR (DfT/Treasury) then decide what level of spend shall be allocated to NR known as the final determination. Invariably, many items put forward in this process get knocked back due to cost constraints. Whether one agrees with this process or not the Goverment obviously cannot afford everything all at once.

As noted much earlier in this thread, after the intial works completed by West Coast Route Modernisation by 2008/9, the follow on Power Supply Upgrade Project (as an Enhancement Project) was intended to complete Auto-Transformer feeding all the way from North Wembley to Carstairs. Phase 3C (Great Strickland to Carstairs) was canned early on in the development phase. Phase 3A and B (both having a circa £115m budget) but with differing contracting strategies, plowed ahead. There were a multitude of reasons why each phase projected budget overspends which inevitably led to scope reductions to save money. Phase 3B was particulary affected which is why NR finds itself in the Crewe-Weaver predicament now.

Other Switchgear & Cowans K11 sites on the WCML (mainly those in the West Midlands area) were seen as 'simple' Renewals, hence although the assets were almost life expired, their replacement technically isn't deemed an enhancement. I can speak from personal knowledge that two K11 Switchgear sites in the West Midlands area were put forward for renewal as long ago as CP4 (2014-2019) which were removed as being deemed too expensive compared to many other assets (i.e less costly) that could be included. Whilst the various discipline Asset Managers (now called Route Engineers) stake their claim for renewals based on perceived Risk / Cost Benefit, it is common knowledge that the DfT tends to shy away from so called costly Electrification, so it has been sadly neglected certainly over the previous two Control Periods. Not only are these assets aging, the skills and spares necessary to maintain them are waning and the supply chain and contractors capable of renewing such equipment aren't just sitting there waiting for the off!

 

[WAO]

Pleased to see that they have now renamed "Asset Managers" as "Route Engineers".

To get a blast radius of 100m you need about 5t of explosive. Some risk assessment.

WAO

 

[GRALISTAIR]

To get a blast radius of 100m you need about 5t of explosive. Some risk assessment.

I must admit, I did raise my eyebrows at that.

Great to see that a new feeder station (AT) with potential near term timeline is mentioned for Penwortham. (close by my new born grand daughters residence so great excuse)

 

[WAO]

I wonder whether it will be SFC or AT?

WAO

 

[GraphitProjekt]

I wonder whether it will be SFC or AT?

WAO

I'd imagine it'd be AT in this case because a decent amount of preliminary agreements with NG and planning the rest of the system around it would have taken place. Feeding in AT, Penwortham can both backup and be supported by the rest of the AT feeders in the area at Heyrod (Stalybridge), Willow Park (Parkside), Weaver Jnc (Frodsham) and Oxenholme (Hutton).

Then again, it's probably possible to feed 25-0-25kV from an SFC and therefore from a 132kV source. But that sounds like unnecessary innovation for something that just needs to get done.

It'd also be good to get a new Crewe ATFS and AT feeding across to Whinmore and therefore have continuous AT from Great Strickland to Bourne End (and maybe even North Wembley one day)

 

[Nicholas Lewis]

Pleased to see that they have now renamed "Asset Managers" as "Route Engineers".

To get a blast radius of 100m you need about 5t of explosive. Some risk assessment.

WAO

We had multiple problems with the MF36 33kV switchgear used on Kent Coast Phase 1 having busbar flashovers that could only be detected by the grid feeder overcurrent protection. That meant 2-3 seconds of energy through a short circuit which caused the chambers to explode and the corresponding pressure wave resulted in the roofs being dislodged and the substation doors being blown out. Substations are designed to contain a switchgear flashover and explosion and the K11 sites will be no different. That said any switchgear failure isn't pretty when you get inside the building and damage is generally terminal and need entire replacement. So if Crewe FS had an explosion that would be catastrophic for electrical services so you would have thought like they expend vast amounts on remediating earthwork failures they ought to invest here in replacement equipment even if its life is limited due to future enhancements.

 

[GraphitProjekt]

How do the SMOS design of substations account for this? I can certainly think of a few that are in pretty built up areas.

 

[59CosG95]

How do the SMOS design of substations account for this? I can certainly think of a few that are in pretty built up areas.

According to Garry Keenor's excellent "OLE Bible", BR moved away from OCBs (Oil Circuit Breakers) in the 1970s, switching to VCBs (Vacuum Circuit Breakers), which required less maintenance and had a longer service life.
VCBs were, however, harder to maintain, so BR then moved to SF6 (Sulphur Hexafluoride) breakers, which themselves are being replaced with Nitrogen breakers.
(SF6 was found to break down into acidic elements under arcing conditions, damaging the breaker; it is also the most potent greenhouse gas of them all.)

Most modern systems from then have had a Hybrid setup, with a vacuum insulating the arc chamber in the switchgear, and air being used for general (non-arcing) insulation.
Air-insulated switchgear takes up more room than SF6 equivalents, but is more reliable and environmentally sound.
(See Section 10.2.7)

 

[GRALISTAIR]

I wonder whether it will be SFC or AT?

WAO

There is a massive National Grid installation in Penwortham. Almost as big as Claydon. They could do anything really. What I am saying is it does not need to be from a "lower" voltage supply.

 

[thecrofter]

There is a massive National Grid installation in Penwortham. Almost as big as Claydon. They could do anything really. What I am saying is it does not need to be from a "lower" voltage supply.

Penwortham was considered way back in WCRM days. I was led to believe that the land necessary to accommodate two more SGT's for NR was sold off.

 

[GRALISTAIR]

Penwortham was considered way back in WCRM days. I was led to believe that the land necessary to accommodate two more SGT's for NR was sold off.

Massive great extension leads then? Or other?

 

[ABB125]

Massive great extension leads then? Or other?

There's at least one ECML supply site where the National Grid substation is several miles away - I believe the rail transformers are located at the NG site, then there's a 25kV line on wooden poles across to the railway (where presumably there is some switchgear etc, but not the transformers).
This approach could presumably be replicated at Preston (and other sites) - it's basically no different to building a new "normal" overhead 33kV distribution line. Though no doubt this can't be done any more for rail schemes "because reasons"...

 

[GraphitProjekt]

There's at least one ECML supply site where the National Grid substation is several miles away - I believe the rail transformers are located at the NG site, then there's a 25kV line on wooden poles across to the railway

Sounds like you're describing Bytham FS (although pedantically I'll point out this is the DNO National Grid not the TNO one). And also maybe the former Newark FS.

(where presumably there is some switchgear etc, but not the transformers).

To be fair, I've come to look at things this way all the time. There is no major difference between an FS amd TSC, it's just that an FS receives a few 25kV powerlines from some part of the general ESI. At least in a classic or AT system, the job of transforming some higher voltage into single phase 25kV is always done at a separate location owned and operated by the "grid".

Many times this grid site is dedicated to traction use and is just next door and the connection is a few metres of cable (eg Grantham North, Leighton Buzzard, Ugley), but it's just as likely for the supply transformers to be located at a larger substation that is doing many other things too and so is further away - this way is slightly more common in the 1960s even (eg Crewe, Shenfield, Nene)

Some of the recent AT installations have ended with a brand new transmission substation with the railway as the only use and is still some distance away from the NR ATFS switching station; typically in these cases the grid site takes a different name. (eg: NG Ryhall for NR Essendine, NG Bull's Lodge for NR Beaulieu Park)

This approach could presumably be replicated at Preston (and other sites) - it's basically no different to building a new "normal" overhead 33kV distribution line. Though no doubt this can't be done any more for rail schemes "because reasons"...

This is literally done all the time with new feeder stations/grid connetions. You're right that overhead powerlines are never used these days, but tbf, installing underground 33kV and 66kV (standard used for AT) is a pretty routine procedure as well.

Presumably, the planning/design/construction of the link between railway FS and grid site supply transformers is mostly down to the grid company to decide, and so is surely somewhat their fault for always opting for underground if we can conceivably think of a reason why this would be a bad thing.

Unless anyone knows better, the last 25kV powerline was probably for Springfield FS introduced for some Anglia PSU work in the 1990s. I might try and compile a list of all the 1phase 25kV overhead lines I know about, there's not many.

There's even a couple of single phase 132kV powerlines around. Famously Marshall Meadows, and much less famously, Kidsgrove.

 

[childwallblues]

Whilst not an engineer and do not understand all these problems I have travelled from Lichfield to Runcorn on the diesel powered Class 805. So I now note that GBRf are using Class 99 on the Dagenham to Garston car train. Does this run on electric north of Crewe?

 

[59CosG95]

Massive great extension leads then? Or other?

Checking on Google Maps, there's plenty of room by the National Grid substation itself, although I'm unsure as to where the original NR feeder station would have been. I can imagine, given that the WCML is in a large cutting near Lostock Hall, that any such installation would not be directly next to the railway itself; rather, it'd be atop the cutting slope.
Twyford ATS on the GWML and Grantham North FS on the ECML are similar sites.

As for transmission from the NG site, I'd imagine buried cables, roughly parallel to the A59 would be in the offing.

 

[YamYamDave]

Whilst not an engineer and do not understand all these problems I have travelled from Lichfield to Runcorn on the diesel powered Class 805. So I now note that GBRf are using Class 99 on the Dagenham to Garston car train. Does this run on electric north of Crewe?

Not yet, they’re doing trial runs at present. Electric freight is what has likely caused the urgency on this. Electricity consumed is roughly in line with tonnage, so a 1600T freight train will be needing 2.5x the juice of a fully loaded Pendolino.

 

[thecrofter]

Link to the actual Network Rail Report titled "Congested Infrastructure Capacity Analysis"- some 52 pages so too big for here?

https://www.networkrail.co.uk/wp-content/uploads/2026/05/Congested-Infrastructure-Report-Crewe-Weaver.pdf

 

[GraphitProjekt]

The report reviews the following options for addressing the issue:

1 - Like for similar switchgear renewal K11 technology is now obsolete and parts are no longer manufactured meaning it cannot be replaced exactly like for like. It is also known to present a significant failure risk, and maintenance is expensive requiring heavy testing and oil disposal. Alternate switchgear could be used to replace the existing switchgear, as well as refurbishing mothballed WCPSU equipment at Winsford and Hartford. This option would not increase the traction power capacity, meaning operating restrictions would persist. It would reduce the safety risk to an acceptable level.

2 - Power system minor upgrade through booster transformer removal Decommissioning booster transformers between Winsford and Weaver would not resolve the safety and performance risks created by legacy equipment elsewhere in the area. Neither would this remove the constraint to capacity because it would not permit more power to be feed to the railway.

3 - Auto Transformer upgrade of the existing electrical system This would upgrade the full power system including switchgear and power delivery mechanism. Full upgrade to 25kV AT can be split into the following packages:
a. AT Liverpool-Weaver – this is needed in the longer term to support further growth to Liverpool docks and Liverpool lime Street
b. AT Weaver-Winsford – this covers the 3 highest safety risk locations
c. AT Weaver-Crewe – this covers the top 4 safety risk areas including Crewe Feeder Station
d. AT Weaver-Whitmore – single stage intervention that affords economy of scale through a single programme and removes all aging K11 switchgear on the WCML. A combination of these options would allow increase in capacity beyond the next five years. It would also remove the safety risks.

3c is then noted as the preferred solution. Carrying on all the way to Whitmore would be good to allow full N2 feeding with AT. Likewise with Weaver-Edge Hill.

 

[childwallblues]

Not yet, they’re doing trial runs at present. Electric freight is what has likely caused the urgency on this. Electricity consumed is roughly in line with tonnage, so a 1600T freight train will be needing 2.5x the juice of a fully loaded Pendolino.

On my return home on Tuesday I noted that 99002 was attached to empty car flats with its pantograph up.

== Doublepost prevention - post automatically merged: Yesterday at 07:10 ==

On my return home on Tuesday I noted that 99002 was attached to empty car flats with its pantograph up.

My friend saw 99002 on 6L48 travelling south through Runcorn last week with its pantograph raised.

On my return home on Tuesday I noted that 99002 was attached to empty car flats with its pantograph up.

 

[Nicholas Lewis]

Link to the actual Network Rail Report titled "Congested Infrastructure Capacity Analysis"- some 52 pages so too big for here?

https://www.networkrail.co.uk/wp-content/uploads/2026/05/Congested-Infrastructure-Report-Crewe-Weaver.pdf

Reading that it beggars belief that urgent action isnt being taken even if it ends being a short term solution given the consequences on WCML operations.