The Anonymous Widower

Electrification At Rotherham

These pictures show some of the electrification gantries around Rotherham Central station.

The overhead gantries would appear to be Network Rail’s standard for 25 KVAC, rather than the lighter-weight structures used on the Sheffield Supertram for their 1500 VDC.

So are Network Rail future-proofing the gantries for later conversion to 25 KVAC or are they being wired to that voltage, so that the tram-trains can be tested on the 25 KVAC as well?

The latter would be prudent, so that the problems and strengths of dual-voltage  25 KVAC/1500 VDC tram-trains can be assessed.

However, as I returned to Sheffield later, it appeared that the line connecting Rotherham and Sheffield had both heavy-weight and light-weight gantries in place.

Could there be a last minute change of project scope to include 25 KVAC  running in the Sheffield tram-train trial, which also explains the timing of the rebuilding of the College Road Bridge?

This is said under Future in the Wikipedia entry for the Sheffield Supertram.

A tram-train extension to Rotherham is currently under construction and is scheduled to open in 2018, with a fleet of seven Vossloh Citylink Class 399 tram-trains in a UK first. This will involve trams operating on Network Rail’s Dearne Valley Line from Meadowhall Interchange to Rotherham station with a short extension to Rotherham Parkgate Shopping Centre. The proposed station will be a combined tram stop and railway station.[10] It is also planned that Rotherham Parkgate will be the hub for longer distance inter regional services,[11] while Central station will be the hub for local, Yorkshire based services. To cater for the tram train services, Rotherham Central will have a third platform built. It is thought that constructing the station will cost around £14 million (£53 million including the railway service to Leeds) and deliver economic benefits worth over £100 million. A study has concluded that it is not worth expanding Rotherham Central railway station because it would cost £161 million to expand the station but only deliver benefits worth £76 million. This is why constructing a new station is considered more viable.

That explains a lot, especially as it is a big change from what was being said perhaps a year ago.

There is an article in the Yorkshire Post, which is entitled Rotherham could get new rail station, which gives a lot more detail.

  • Parkgate station could cost up to £53.2 million
  • Parkgate would be the inter-regional station.
  • Central would be more local
  • Rotherham should have one train per hour (tph)  to Leeds and Manchester, three tph  to Doncaster and six tph to Sheffield.

As I came through the Rotherham Parkgate area on my train between Leeds and Rotherham earlier,  I didn’t see any evidence of station construction.

I think that Network Rail by putting up gsntries that can accept 25 KVAC electrification have made sure that they can fit any future plans.

So long as they can get some sort of wiring along the route and a reversing facility somewhere in the Rotherham area, I can see tram-trains running next year.

If Parkgate station is built, then provided any tracks are in the right place, this shouldn’t be a problem.

But the interesting idea could be to use Class 319 Flex trains on the route to Leeds via the Wakefield Line. The gaps in the electrification would be initially covered by the trains onboard diesel power.

As electrification is installed, they would eventually be able to do Rotherham Central to Leeds under electric power.

Whilst, Network Rail were electrifying the tram-train route, would it not be prudent to put up the wires to Meadowhall Interchange station or even Sheffield station?

The other way they could also electrify the short Swinton to Doncaster Line, which would allow electric trains from London to reach Rotherham Parkgate, Meadowhall and Sheffield stations.

I can certainly see something like the following services through Rotherham when Parkgate station is open.

  • 1 tph Sheffield to Leeds calling at Parkgate and Central
  • 1 tph Doncaster to Manchester and Manchester Airport calling at Parkgate and Sheffield
  • 2 tph Doncaster to Sheffield calling at Parkgate and Central

Add in three tram-trains per hour between Sheffield Cathedral and Parkway via Central and the required frequencies are achieved.

It will be interesting to see what finally happens.

 

 

 

 

 

 

April 22, 2017 - Posted by | Travel | , , , , ,

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