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Old April 2nd, 2015, 01:32 PM   #2161
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Thanks, looks nice in its new paintwork

Any idea where they change to diesel locos for the Mallaig portion?
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Old April 8th, 2015, 03:10 PM   #2162
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Video of installation of new freight lines at Reading:



And Thameslink works around London Bridge station:

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Old April 10th, 2015, 02:19 PM   #2163
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Also during Easter improvemments are also made at Watford:

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Old April 10th, 2015, 02:34 PM   #2164
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From Londonist, video about St. Pancras:

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Old April 12th, 2015, 12:22 PM   #2165
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The final footbridge of 42 new bridges on the Borders Railway has been installed at Harelaw near Shawfair station:



https://mobile.twitter.com/BordersRa...6607740928?p=v
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Old April 15th, 2015, 01:37 PM   #2166
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There is a massive re-modelling programme of Manchester Victoria Station happening at the moment,(many folks on this thread I am sure are already aware if it)but just in case here`s the link to this huge project...well worth a look...

http://www.skyscrapercity.com/showth...98239&page=267
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Old April 16th, 2015, 12:38 AM   #2167
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DELETED - Wrong page
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Old April 16th, 2015, 07:36 PM   #2168
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I have a question: why don't they build a station at this crossing in Warrington to allow transfer between both lines?

Are there plans to electrify the line between Manchester, Bolton and the main line to Glasgow?
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Old April 16th, 2015, 10:29 PM   #2169
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Why would you join the WCML to the CLC route to Manchester?
It is a lot of work and bring few benefits.

Yes the route north of Manchester to the WCML will be electrified, if not already done.
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Old April 17th, 2015, 12:07 AM   #2170
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Quote:
Originally Posted by ElectroSoldier View Post
Why would you join the WCML to the CLC route to Manchester?
It is a lot of work and bring few benefits.

Yes the route north of Manchester to the WCML will be electrified, if not already done.
So that people living between Manchester and Warrington can change trains and travel to other secondary stations on the main line without walking a long distance in WArrington?

The transfer in Wigan between the routes is also done on separate stations that look ugly. Why haven't they build proper junctions in Wigan and Warrington? It is not like these are new lines... Did they use to be freight-only in the past?
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Old April 17th, 2015, 06:41 AM   #2171
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Quote:
Originally Posted by Suburbanist View Post
So that people living between Manchester and Warrington can change trains and travel to other secondary stations on the main line without walking a long distance in WArrington?

The transfer in Wigan between the routes is also done on separate stations that look ugly. Why haven't they build proper junctions in Wigan and Warrington? It is not like these are new lines... Did they use to be freight-only in the past?
Its a 10 minute walk in Warrington, the secondary stations would be served but where would it go to? I mean it would go from Manchester to Crewe or Birmigham via Irlam Birchwood Acton Bridge etc?
Why would you do that incredibly expensive thing to the benefit of so few?
The only long distance between stations is Runcorn and Runcorn East, that is a hellava walk. in fact its a bus or taxi ride.
Wigan is the same.

The reason they are seperate is because they were built separate.
The line that has Warrington Central on it was built by the Cheshire Lines Committee (CLC) which is why the route is still called the Cheshire Lines, it was at one point linked up to what is now the WCML, it was in the form of two junctions, the one on the side of the track that goes towards Manchester joined the up line so trains in going the London could use it (you could take a train from Earlstown or Wigan to Warrington Central direct), while the down line joined the CLC in the direction of Liverpool but only via a siding, there was no intention of building a line that would allow trains to go from Weaver junction (or Acton Bridge station) to the CLC line as it would allow CLC to get freight into its Liverpool docks line faster (the companies were in compertition with each other remember)
.
It was never used for passenger trains because the LNWR built and run the WCML portion with Warrington Bank Quay while the CLC had Warrington Central. After the problems the CLC had with the LNWR on the lines in the Wirral the two companies moved further and further apart.
The companies had agreements to use track but it never went well, the LNWR always made it hard for the CLC to path a train on the route so in the end they kinda stopped trying... there where cases where CLC trains would sit in LNWR passing loops for hours while LNWR trains were given priority.

There was no need to join up the two routes that wasnt why they were built, people in the past were not so lazy as they are today, if you wanted to go to Wigan from Warrington it was possible, as was Crewe, Manchester and Altrincham simply by changing stations.
The same is/was true of Wigan, they are seperate because they were built by two different companies and at the time served different routes, and people didnt seem to mind changing stations as it was seen that they were greatful they could make the journey at all...
You do have to bear in mind just how old the network of railways is and in particular that section of the network, you are talking about some of the oldest routes in the world...

There used to be a low level station at Bank Quay, that line went to Manchester, but it was not on the Warrington Central line, it was on the Garston to Warrington line which you can see today as a line that runs from the Freightliner depot in Garston (the first Garston station was located on the main road that now runs past the depot) out to Warrington along what is the WCML through Ditton leaving the WCML at Ditton east junction and making its way to Bank quay along the line that is still there... that was the route to Manchester from those secondary stations... that same route, the one from Garston also provided a route north to Wigan via Clock face and St Helens.

The CLC was always the outsider, when LMS took over in the grouping they didnt take the CLC over, they remained independent, they were controlled by LMS and LNER (using LNER motive power) thats why the tracks were never joined together even after the grouping. BR took over the CLC when the railways were nationalised.

The whole area has lost about 70-80% of the rail tracks that used to be there, the link up was lost and a new road/houses built where it was (Dalewood close) while the other side has an industrial estate on it where the tracks used to be. it was lost through lack of use and its use was limited because it was built as a case you you must rather than the companies wanting to build a useful route link up.

Wigan is the same in many ways to Warrington. the stations are a lot closer to each other though, but the reason its so ill thought out is because they were built by competing companies offering passengers routes while still giving freight routes.
Its not uncommon, Buxton for instance, had two stations right next to each other, MR (Midland Railway) and the LNWR (London North Western Railway), the trains on the MR route went to Manchester just like the LNWR train did but over a different route. the MR route is still there up to a point, its a freight only route (Buxton to Manchester via Peak Dale), still used to this day because it provides access to the quarys up there. the MR route went under the LNWR viaduct in Buxton and then again it went under it through a tunnel just outside Chapel-en-le-frith station and they had no intention of joining up to eachother, not then and now the tracks are gone. its only DBSr who uses it on a regular basis with DRS using it now and again.

All the tracks are so complicated now because of the way they were built then, every man jack and his dog wanted a railway into Liverpool and by extension Manchester because Liverpool was so lucrative... it was gushing cash as can be seen even today in Liverpool by the buildings, some of it rivals London.

The reason they dont link the lines is because cost over use, there wouldnt be a market for it, and there are already stations there with good prices to go from Manchester to Acton Bridge you go via Crewe, to go from Birchwood to Acton bridge you can go via Warrington Central or Liverpool South Parkway, the ticket prices are set to reflect the route distance over actual distance you want to travel, (Liverpool South Parkway to Acton Bridge is £5.80 while Birchwood to Acton Bridge is £7.10 but Birchwood to Liverpool South Parkway is £5.60) and they know how many people want to use the routes you are talking about because they track how many people buy tickets from one place to another. so they know there is no real worth while market for it.
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Old April 19th, 2015, 11:10 AM   #2172
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Construction of blacony at Euston station:
https://anonw.wordpress.com/2015/04/...ing-a-balcony/







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Old April 19th, 2015, 01:35 PM   #2173
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Quote:
Originally Posted by Suburbanist View Post
So that people living between Manchester and Warrington can change trains and travel to other secondary stations on the main line without walking a long distance in Warrington?
Following up on the example of Acton Bridge, the station footfall there (total arrivals and departures) based on 2013/4 figures is about 50 people per day, Mondays to Saturdays, no trains on Sundays.
It's hard enough to justify the time and energy to stop a train there at all, let alone justify any extra infrastructure!
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Old April 21st, 2015, 10:26 PM   #2174
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Hatfield railway station, Hertfordshire. Located on East Coast Main Line, 18 miles north of London Kings Cross.

This:

[IMG]http://i59.************/jud544.jpg[/IMG]

is turning into that. Taken by me today:

[IMG]http://i61.************/2gtyz5i.jpg[/IMG]

[IMG]http://i60.************/2q1fi3p.jpg[/IMG]
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Old May 2nd, 2015, 03:13 PM   #2175
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Taken by me last week:

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Old May 2nd, 2015, 05:29 PM   #2176
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When can we expect electrification of the Falkirk Line? On wikipedia it says it will be finished by 2016. However, I rode the train from Edinburgh to Glasgow a month ago and there was no construction whatsoever.
Also I have read about some legal or environmental challenge that could delay the project by 3 years? (can't remember where)

Anyone know what's going on here?
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Old May 2nd, 2015, 11:55 PM   #2177
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Quote:
Originally Posted by Zero Gravity
When can we expect electrification of the Falkirk Line? On wikipedia it says it will be finished by 2016. However, I rode the train from Edinburgh to Glasgow a month ago and there was no construction whatsoever.
Also I have read about some legal or environmental challenge that could delay the project by 3 years? (can't remember where)

Anyone know what's going on here?
Work has started and it's still on track to be energised by December 2016:

http://www.egip.info/
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Old May 4th, 2015, 02:30 PM   #2178
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ICYMI...

BBC iPlayer - Nick and Margaret: The Trouble with Our Trains
Quote:
Nick Hewer and Margaret Mountford climb on board Britain's trains to find out whether they offer value for money. On the trail of the £8 billion of fares and £4 billion of public money that go into the nation's trains each year, they discover a rail system that is struggling to contend with outdated infrastructure and more passengers than at any time in living memory.

Twenty years on from privatisation, Nick and Margaret are in for a bumpy ride as they meet irate commuters, polished train operating company bosses and the head of Network Rail. They unearth some mind-boggling bureaucracy and infuriating inefficiency, but also ask if there are signs of hope that the railway may be getting back on track.
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Old May 17th, 2015, 09:09 PM   #2179
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Another timelapse from Network Rail - rebuilding of Carmuirs Twin Tunnels, part of Edinburgh Glasgow Improvement Programme:

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Old June 2nd, 2015, 03:16 PM   #2180
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From Railway Gazette:

Quote:
http://www.railwaygazette.com/news/p...announced.html

East Anglia franchise shortlist announced
02 Jun 2015



UK: Three current or former incumbents have been shortlisted to bid for the next East Anglia franchise, which is due to take over from Abellio Greater Anglia in October 2016. Abellio had been awarded a 29-month contract to operate the franchise from February 5 2012, and a further direct award contract in 2014.

Following an initial prequalification round, the Department for Transport announced on June 2 that three groups had been selected to ‘work with the government to develop their proposals before receiving the invitation to tender in August’. Final bids are expected in December.

The three shortlisted bidders are:
  • Abellio East Anglia, a joint venture between Abellio (60%) and Stagecoach (40%)
  • First East Anglia (FirstGroup)
  • National Express East Anglia Trains

...
Quote:
http://www.railwaygazette.com/news/t...orn-again.html

Class 321 EMUs to be born again
02 Jun 2015



UK: Leasing company Eversholt Rail has awarded Wabtec a £60m contract to refurbish its fleet of Class 321 outer-suburban electric multiple-units, under a programme which is designed to provide ‘maintainability, cost effectiveness and the look and feel of a new train’.

The contract signed on May 28 covers engineering development for the refurbishment programme, and the overhaul of an initial batch of 30 four-car units which are due to return to service between spring 2016 and late 2017. Work is to be undertaken by a dedicated production facility at Wabtec’s Doncaster site

...
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