An Ex-Bin With A View

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West Midlands

 "N" Gauge Club

12.3.2016  While parked in the station car-park what passed me by; a double-header of Frightliners 70017 leading and 70014 trailing. They were heading a long container train and I assume that they were making good progress to Curzon Street. That’s the first time I have seen two together and they both looked in pristine condition. I must also say reports in my monthly mag. of dead and dying GM machines littering the countryside has fallen right away, in fact they now seem to be turning up all over the place from Lands End to John O’ Groats, which is far cry from early efforts. It would seem that rebuilding the cooling system has worked wonders.

 

5.5.2016  More Frightliners, this time a in a threesome. 66850, 70805 and 70806 passed heading, probably, for Bescot with a long infrastructure train containing rails. 66061 passed earlier looking as though it had been attacked by a nutter with a bucket of paint stripper. The last time I saw anything like it was when “Western Prince” refused to die as the BRB wished and ran and ran despite receiving no overhauls for ages.

England & Wales – proposed projects – regional

WW004: Water Orton capacity enhancements 95

Water Orton capacity enhancements

Operating route: LNW.

Output: capacity.

CP5 output driver

The Derby to Birmingham corridor is currently operating at, or close to, maximum capacity especially around Water Orton. This is due to the complex variation in stopping patterns, the different rolling stock types and the mix of traffic, along with significant freight flows to and from local terminals and marshalling yards. Further capacity is required on this route to meet passenger and freight growth on the corridor in CP5 as per the West Midlands and Chilterns Route Utilisation Strategy.

Scope of works

The following infrastructure interventions have been identified to deliver the required outputs:

· 4 aspect signalling between Water Orton west junction and Wichnor junction (“Option B signalling”);

· direct Northern access to the Kingsbury Branch; and

· Tamworth turnback siding.

Significant interfaces

· Water Orton resignalling - the Water Orton resignalling project is assumed to have completed prior to the CP5 project being implemented as it commissions in April 2012;

· HS2 - the current HS2 proposals affect the Water Orton corridor between Water Orton West Junction and Birmingham, which is outside of the area of this scheme. However, as HS2    

              and this project progress, the implications will need to be explored;

· Derby PSB re-control to East Midlands Control Centre - this is planned for December 2016. Therefore, the proposal to re-signal from Tamworth to Wichnor junct set out above will need     

              to be considered. A delivery strategy will need to be agreed between the two projects during GRIP stage 3;

· DB Schenker lease - there is an opportunity to re-configure the lease and reception arrangements within the Kingsbury branch to further improve access / egress to the branch. This

              will be developed in conjunction with the Route Freight Manager during GRIP stage 3; and · the opportunity to explore changes to line speed profiles and the timetable (in

              particular stopping patterns) will be possible following Nottingham resignalling in 2013. This possibility of a future timetable recast will be taken account of (where possible) in the

             GRIP stage 3 timetable / performance modelling.

 

Key assumptions

 

· Water Orton resignalling will commission in April 2012 and is therefore the base case for the purposes of this project;

· the assumed option is Scenario E which involves the package of three interventions listed in the scope of works;

· the “core option” for signalling i.e. where passive provision exists, will not deliver the required capacity and has therefore been discounted;

· all of the infrastructure interventions are required in CP5 in line with the RUS;

· 2019 SFN freight growth assumes 3tph from the north and 2 from the south in each direction and 2030 SFN freight growth assumes 3tph in each direction. It is trains from the north

    that drive the requirement for the interventions therefore the interventions are required to cater for CP5 growth; and

· performance and journey times will not be affected detrimentally.

It’s official, I’m not the only one to suffer problems getting the array of assorted traffic through Water Orton’s junctions and to and from the fiddle-yards.

This an excerpt from the “PR13 Initial Industry Plan Supporting Document, Definition of proposed CP5 enhancements” document of 2011.

68016 passed toward Derby hauling what would once have been described as a “mixed” train, again it seemed to be making a lot of fuss for what must have been an “average” load.

Assorted container trains passed hauled by 66221,66067 and 66591. A welcome sight was a number of “nissen” huts, or BYA wagons (If you’re an expert) or covered vans for steel transport behind 66031. I thought that steel had largely finished judging from reports in the papers and TV. I must add that the sun was out and so were the deck chairs on the platform our two days of summer had arrived and I spent 2 hours soaking up the “rays” and trains.   Have you ever seen a line of assorted HST power cars running post-haste at speed? Well, that is what we were treated to recently and it made an impressive sight and a shame it wasn’t moving a little slower. I was shopping at the time so could get little exact information, but within the consist were specimens from East Midlands Trains, Grand Central (that black and orange livery certainly makes them stand out) Cross Country, Network Rail and the original HST, together with coaches.                        

FWD (click)