Marcus' Model Railway Journey

1st December 2023



NetworkRail:

Passengers in the west and across Wales are urged to check before travelling this Christmas and New Year as Network Rail carries out festive upgrades​

Region & Route: Wales & Western: Wales & Borders


Rail passengers are being asked to plan ahead and check before they travel this festive period as Network Rail completes its annual planned railway upgrades.

This Christmas, essential upgrade, improvement and maintenance work will be taking place in several areas across Network Rail’s Western route – which runs from Paddington to Penzance – and on the Wales and Borders route.

Western route

Services to and from London Paddington will be affected on Sunday 24 December and Wednesday 27 December, with most GWR services starting and terminating at Reading instead of Paddington and limited trains to and from Ealing Broadway.

This will enable engineers to carry out preparatory work for new signalling and track equipment which will be necessary to deliver trains to HS2’s new station at Old Oak Common near London.

There will be no trains on Christmas Day or Boxing Day and those who need to travel on Sunday 24 or Wednesday 27 December are being advised to allow plenty of time to reach their destination as journey times will be significantly longer than normal.

Elsewhere, engineers will be working on the signalling upgrade in Devon and Cornwall from midnight on Christmas Eve until Wednesday 27 December.

This is part of a larger project, due to finish in 2024, that will modernise the signalling system and bring it into the 21st century.

Once complete, this will help to deliver a more reliable railway and open up possibilities for additional services in the future.

In North Bristol, Network Rail teams will be installing a footbridge for the new station at Ashley Down, due to open next year.

This work is taking place on Christmas Day and Boxing Day.

In Frome, Somerset, engineers will be renewing North Row bridge, with teams working from 7:30pm on Saturday 23 December until 7:00am on Tuesday 2 January.

This critical work will enable better performance and reliability for freight trains.

Wales and Borders route

Overhead line equipment maintenance will be taking place within the Severn Tunnel overnight on Saturday 30 December when trains aren’t running and until 2:00pm on Sunday 31 December.

Trains to and from London Paddington will be diverted on Sunday until the tunnel reopens in the afternoon and there will be a rail replacement service operating between Bristol Parkway and Newport, and between Cardiff and Bristol Temple Meads.

A rail replacement service will also be in operation between Cardiff and Ebbw Vale Town throughout the morning on Sunday 31 December as maintenance work takes place in the Ebbw Vale area.

On Wednesday 27 and Thursday 28 December, the line between Crewe and Shrewsbury will be shut while repairs to a railway bridge are carried out.

Network Rail teams on the Western and Wales and Borders routes will be using 24 specialist engineering trains over the festive period across multiple work sites to deliver critical upgrades that will enhance performance, improve reliability and renew assets.

Michelle Handforth, managing director, Wales & Western, Network Rail, said: “Our festive upgrades are crucial to ensuring the railway continues to run reliably and safely.

“Our continued investment into upgrading and improving the railway is evidence of our commitment to providing a railway fit for the 21st century.

“There is never a good time to disrupt services but, when we do need to, we always look to do it at a time when there are fewest people travelling. With no trains on Christmas Day or Boxing Day, choosing to undertake the majority of our work on those days clearly makes sense overall.

“We thank passengers in advance for their patience and urge them to check before they travel.”

Dean Haynes, GWR’s Station Manager for London Paddington, said: “As we continue to invest in our railway, we will only be able to run trains to and from Reading and Ealing Broadway on 24 and 27 of December.

“To keep you moving, we have been working with other train companies to provide alternative routes. However, if you can travel on the days before or after, you should consider doing so because journeys will take much longer while the work takes place.”

Marie Daly, chief customer and culture officer at Transport for Wales, said: “We’ll be working hard to keep people moving across the Wales and Borders network during the busy Christmas and New Year period.

“It is important customers plan their journeys carefully and check for the latest information using our award-winning mobile app or website before travelling, as services may be subject to short-notice changes.”

Passengers can find out how their Christmas journeys will be affected with their train operator, via National Rail Enquiries, or by following #ChristmasRailWorks on X.

1st December 2023



NetworkRail:

Historic footbridge in Blaendulais reopens after major repairs by Network Rail​

Region & Route: Wales & Western: Wales & Borders


A community in South Wales has welcomed the reopening of the historic Seven Sisters footbridge after a £700,000 facelift by Network Rail.

The bridge, which crosses the Neath and Brecon freight line at Blaendulais, had been closed for more than three years after an engineers’ safety inspection found it required major repairs.

The wrought-iron lattice work and timber deck of the structure, as well as the stairs and supports, all needed replacing, repairing or strengthening.

The deck was lifted out by crane and replaced with a new span made from Glass Reinforced Plastic (GRP) resin, a polymer made from recycled waste plastic which will last for the next 60 years.

Repairs were carried out to strengthen the stairs and new handrails were fitted, while the metalwork was grit-blasted and given a new coat of long-lasting paint.

The finishing touch was to add tactile paving to the bottom of the staircase.

Network Rail’s lead portfolio manager in the integrated infrastructure team Richard Compton said: “The footbridge was originally built in 1863 and while some maintenance has been carried out over the years, it has required a great deal of work both on and off site to restore it to its original condition and bring it back into use for the community.

“While Seven Sisters was closed, the villagers were able to cross the railway using a nearby road bridge but were very keen to have the historic footbridge reopened – some of them have been using it daily for decades.

“We are pleased to have completed the work, providing the community with a safer, stronger structure that will last for the next generation.”

Local ward member and leader of Neath Port Talbot county borough council Councillor Steve Hunt said: “I am thrilled to announce the successful completion of a significant restoration project undertaken by Network Rail and their dedicated contractors.

“The bridge is a symbol of our rich mining history here in Seven Sisters and this joint effort to preserve the past for the future has breathed new life into an essential piece of our heritage.

“This remarkable project was not just about repairing and refurbishing an iconic bridge, but it was an ode to the craftsmanship and engineering excellence of the past. The bridge holds a special place in our community’s heart, and the restoration has been a labour of love for all involved.

“The renovation work has entailed meticulous attention to detail, from restoring the bridge's architectural features to ensuring its structural integrity for generations to come.

“The collaboration between Network Rail and its contractors exemplifies our shared dedication to safeguarding our historical landmarks, even while ensuring modern safety standards and operational efficiency.

“I would finally like to thank the community of Seven Sisters and Kelvin Roberts, in particular, who worked tirelessly with me and in the community to ensure this bridge was reopened.”

1st December 2023

Merseyrail reveals celebratory heritage livery wrap for Class 507001​

The project has seen the rail operator work with the Liverpool City Region Combined Authority, Angel Trains, and Stadler to achieve the retro wrap​

A special project celebrating 45 years of excellent service by Merseyrail's Class 507 and Class 508s trains has been realised in a collaboration between the rail operator, Liverpool City Region Combined Authority, Angel Trains, and Stadler.

The project celebrates the impressive leap forward that the units brought to Merseyrail and has led to the creation of a nostalgic heritage wrap, which is now being sported by 507001.

507001 - Freshly repainted into almost original Merseyrail livery (apart from the doors) 507001 pauses at Moorfields Low Level whilst working an on time West Kirby service, 1st December 2023​

507001 Marks, the very first Class 507 delivered to the rail operators network, arriving in to Birkenhead North Depot way back in 1978 and has had a remarkable career to date including:

• Being coupled with unit 002 on the 25th of October 1978 in order to form a Royal special as Her Majesty Queen Elizabeth II enjoyed a trip from Moorfields to Kirkby before unveiling the brand new look for the Merseyrail system.
• In November 1978, 001 moved into passenger service and marked the very first Merseyrail public service with the 07.39 from Southport to Liverpool Central

It is fitting that 001 has seen a celebratory return to its original livery in order to celebrate the years of service from engineers, guards and drivers who worked tirelessly on the impressive units over the decades.

WATCH VIDEO:

Merseyrail's special heritage livery is unveiled​

Merseyrail has worked with Liverpool City Region Combined Authority, Angel Trains, and Stadler to create a brilliant retro wrap on a Class 507 train.

The project, which will see the heritage wrapped train enter passenger service, acknowledges a historic moment.

The Class 507 and 508s, when introduced, represented a huge step forward for Merseyrail.

They have been the workhorses of the superb service that has been provided over the last 45 years.

The wrapped train is 507 001 - a very special unit for the history of Merseyrail.

It was the first class of the 507s to be delivered to the Merseyrail network, arriving at Birkenhead North depot in late September 1978.

On the 25 October 1978, 507 001 was coupled with unit 002 to form a Royal special.

Her Majesty Queen Elizabeth II rode from Moorfields to Kirkby to officially unveil the new look Merseyrail system.

And it was on 1 November 1978 that 001 entered passenger service – the first public service ran at 07:39 from Southport to Liverpool Central.

Returning this train to its original livery is a fitting way to mark the dedication of generations of engineers, guards and drivers who worked on the 507 and 508s over the past 45 years.

These units have been part of the city region’s culture for the past five decades.

They have got people to and from work, and ensured millions enjoyed day trips or nights out.

Everyone at Merseyrail is sure that passengers will love seeing this classic livery on the network over the next few months as we say a final farewell to the Class 507 and 508s.

507017 Seen at Southport having worked in from Hunts Cross on December 3, 2022

Members of the public also recognise the iconic units as part of the city region's culture over the past 45 years, taking people to and from work and, no doubt, some days and nights out to remember.

Celebrating the Class 507 and 508s in style with the heritage livery is a perfect way to recognise the unit's hardworking life on the network and no doubt will delight many people to glimpse 001 over the next few months before a final farewell is made.

The Class 507s will be replaced by the new Class 777 units and rail enthusiast Robert Hampton is aiming to save one of the iconic units for future generations to enjoy by starting The Class 507 Preservation Project which he hopes to get enough interest and support in to get it up and running.

2nd December 2023

Amtrak passenger numbers soar during Fiscal Year 2023​

During the 2023 Fiscal Year (FY) from October 2022 to September 2023, demand for travel on Amtrak trains has soared with passenger numbers far exceeding expectations.

Amtrak has now resumed service on all its routes and work on its advanced major infrastructure projects that will help to support plans to double passenger numbers by 2040.

Throughout the USA, Amtrak recorded over 28 million customers, helped by significant growth on the Northeast Corridor where passenger numbers are booming and since early summer have consistently exceeded pre-pandemic levels.

Many State-supported services also drove contributed to the gains as well as setting monthly or annual ridership records, including on the Amtrak Downeaster and services in the Commonwealth of Virginia and the State of North Carolina.

This increase in numbers has encouraged Amtrak to proceed with historic infrastructure investments designed to launch new and expanded services, improve safety, reliability, and accessibility, drive economic development and enhance the customer experience.

Several major projects were started during the year designed to unlock major bottlenecks and improve operations and safety for both Amtrak and its commuter partners, including the Frederick Douglass Tunnel Program in Baltimore and the Hudson Tunnel Project, which is a critical piece of the Gateway Program.

Preliminary results for Fiscal Year include:

• 28.6 million customer trips, a 24.6% increase over FY22.
• Northeast Corridor ridership levels during the 4th quarter showed an increase of 8% above pre-pandemic levels.
• Service resumed on all routes suspended during the pandemic, with extra trains on the Northeast Regional, Piedmont and Amtrak Cascades.
• Nearly $3 billion, its largest annual capital investment, into new trains, upgraded stations and facilities, new tunnels and bridges, and other critical infrastructure upgrades.
• A multi-year program of investment began during the year that will be Amtrak s largest capital programme.
• Over 4,800 new jobs were created to help support the growth in ridership, improve existing services, and proceed with historic infrastructure investments.
• Total Operating Revenue was $3.4 billion, an increase of 20% over the previous year, driven by higher ridership and ticket revenue across all services.
• Adjusted Operating Earnings was $752.2 million, a $130 million improvement over FY22, driven by strong revenue performance and successfully containing costs as Amtrak recovers from significant increase in costs during the pandemic and ramp-up costs to support Amtrak s infrastructure investment programme

Amtrak CEO Stephen Gardner said: Amtrak ridership continues to set post-pandemic records thanks to our customers who were anxious to travel again and attracted to the many benefits of train travel. This resurgence was made possible by our dedicated employees, our many state and host railroad partners, and ongoing support from the Biden Administration and Congress.

We're inspired by the soaring demand for intercity passenger rail and are eager to continue connecting more people and places.

Amtrak Board Chair Tony Coscia said: The best is yet to come!. As we build a new era of passenger rail with more modern trains, expanded routes, more frequent service, upgraded stations, and renewed infrastructure, Amtrak will continue to deliver major improvements for current and future Amtrak customers over the coming decade.

3rd December 2023

European Locomotive Leasing to buy 200 Vectrons from Siemens Mobility​

European Locomotive Leasing Group (ELL) and Siemens Mobility have signed a deal for the delivery of up to two hundred more Vectron locomotives.

Siemens will provide the locomotives in various power system variants, which ELL, which is based in Vienna and Munich, will use in both passenger and freight service.

ELL had initially ordered sixty locos, which Siemens will deliver from 2025.

The new framework agreement is the the fourth between the two companies.

By 2027, ELL will have at least 301 Siemens Vectron locomotives in service, which will be the largest Vectron fleet in Europe.

The new agreement also offers ELL the possibility of increasing its Vectron fleet to over four hundred locomotives in the medium term.

Dual-mode Vectron

Under the framework agreement, ELL procures a range of multi-system locomotives, including the Vectron Dual Mode.

ELL can equip the locomotives to meet specific requirements and applications, and to operate in special areas, by ordering optional packages.

Siemens Mobility will support ELL in buildings its competence in vehicle operation, maintenance, and servicing.

Siemens delivered its first Vectron in 2012, and since then has sold 2,200 of the locos to 95 customers, which between them cover over 850 million kilometres.

The locomotives have approval to run in twenty European countries.

Siemens builds the Vectrons, in all variants, at its plant in Munich-Allach.

Vectrons have been bought by companies including Mitsui Rail Capital Europe, SBB Cargo International AG and Cargounit.

Christian Kern, CEO European Locomotive Leasing Group, said, “For ELL, this agreement is a milestone in the company's development. Our goal is to expand our market leadership in the areas of customer friendliness, reliability, and efficiency. We are convinced of the future of rail. Superior climate friendliness and cost-efficiency on the long international rail axes as well as the structural change in rail freight transport make the full-service leasing of locomotives a highly attractive business for the future. ELL is pursuing a consistent zero-emissions strategy. Our most important assets are our focused fleet policy and a comprehensive service network at more than 30 locations throughout Europe. The development partnership with Siemens and the concentration on a standardized locomotive type are an important building block for us to successfully prevail in this market.”

Albrecht Neumann, CEO Rolling Stock at Siemens Mobility, said, “For many years now, ELL has been relying on the quality and reliability of our Vectron locomotives. This new framework agreement makes a further contribution to climate protection and again underscores the advantages offered by our locomotive platform. With the Vectron, ELL can react flexibly to customer requirements and offer different configurations for providing cross-border transport throughout Europe.

4th December 2023

DB Cargo to upgrade Class 66s to withdraw Class 60 locomotives​

DB Cargo has announced it is to eliminate the use of its Class 60 locomotives by re-gearing ten of its Class 66 locomotives to provide an enhanced tractive effort.

A recent assessment of its fleet of locomotives showed that most of its services are operated by Class 66 locomotives, with its Class 60s only seeing limited use.

It concluded that if services operated by its Class 60 locomotives could be transferred to Class 66 locomotives with a higher tractive effort, that would benefit its customers and the company.

A DB Cargo spokesperson said “The Class 66 continues to form the backbone of DB Cargo UK's fleet, with the Class 60 currently only used on limited traffic. After careful consideration, analysis and in collaboration with our customers, we have established that some of our services currently operated by Class 60s, could be more effectively and efficiently served by the Class 66 HTE (Higher Tractive Effort) – this will benefit our customers and the company alike.

“To this end, we are investing in a significant programme of work to re-gear ten of our existing Class 66 locomotives to providing enhanced tractive effort capability. They will effectively become Class 66/6s. These will be phased in from April 2024 onwards and allow us to continue with the phased withdrawal of our Class 60 fleet.

“Four Class 60s will remain in short-term service beyond the end of the year until the new Class 66 HTEs are introduced.”

4th December 2023

Ebbw Vale upgrade is complete​

Network Rail has today (Monday 4 December) completed its upgrade of the Ebbw Vale line, and will increase train services between Ebbw Vale Town and Newport.

The line reopened this morning, after being closed for nineteen days during which workers from Network Rail, Siemens and Amco Giffen worked night and day to complete the final stage of the two-year project.

During the recent closure, workers completed:

• the final 1.5 km of track upgrades between Crosskeys and Crumlin, completing a seven-mile loop for trains to pass between Crosskeys and Aberbeeg;
• an additional platform each at Newbridge and Llanhilleth stations;
• a footbridge with lifts at Llanhilleth making the station fully accessible;
• a new signalling system around the Park Junction area to make railway journeys more reliable

The upgrade of the Ebbw Vale line forms part of a major investment to provide new rail services to Newport.

Blaenau Gwent County Borough Council provided seventy million pounds funding via a loan from the Welsh Government for track and station enhancements, and the Department for Transport and Network Rail gave an additional twenty-two million pounds for signalling upgrades and the replacement of Crumlin River bridge.

The project has also involved widening and replacing the railway bridge over Bridge Street, Newbridge, in 2022, and significantly strengthening embankments along the line.

The Ebbw Vale line had previously reopened in 2008 after being closed for forty years.

Six years later, in 2014, a new station opened at Pye Corner serving the southern end of the line.

Then, in 2015, the railway was extended from Ebbw Vale Parkway to a new station at Ebbw Vale Town, with around 1.5miles of new track laid.

The completion of this work and the upcoming introduction of the new service between Ebbw Vale and Newport underpins Welsh Government's long-standing commitments to enhancing rail services along the valley.

This will open up jobs, training and leisure opportunities to people in the communities along the line.

Network Rail's route director for Wales and Borders Nick Millington said: “It is brilliant news for passengers and communities that Ebbw Vale upgrade is now complete as it will transform how people travel.

“It will open up jobs, training and leisure opportunities for people living in the area and will encourage more people to use public transport, supporting our decarbonisation aims in Wales.

“I'd also like to thank passengers and communities for their patience while we completed this upgrade and remind people that with new services being introduced soon they should take extra care at level crossings.”

Welsh Government minister for climate change Julie James said: “I am delighted that work to improve the line to enable a direct service between Ebbw Vale and Newport has been successfully completed on time.

“This project is another great example of proactive and productive joint working between ourselves, local government and the rail industry.

“The new rail services will help Blaenau Gwent deliver its economic development ambitions and provide improved access to a range of opportunities for local people along the line.”

Alexia Course, chief commercial officer at Transport for Wales, said: “This project is a fantastic example of rail industry partners in Wales working together with local authorities and the Welsh and UK Governments to deliver significant improvements for customers in our communities.

“With improved accessibility and new services starting soon, it is delivering real change for people living along the Ebbw Vale line.”

Councillor John Morgan, Cabinet member, Place and regeneration and economic development at Blaenau Gwent Council said: “I am pleased that the work to improve the rail service is now complete. Working with our partners in Welsh Government, Network Rail and Transport for Wales to enhance the Ebbw Valley rail link to improve public transport is top priority for the Council.

“I have no doubt that a more frequent service will improve opportunities for inward investment, access to employment both within and outside of the local area and improves public transport for everyone in Blaenau Gwent. It also makes it easier for those people looking to make connections as they travel to other destinations like Bristol and Heathrow airports.”

4th December 2023

Staffordshire railway tells Pacer train group to find new home​

The Foxfield Railway has requested that The 142055 Group needs to find an alternative site to base Ex-Northern Class 142 No. 142055.

The group says that a number of enquiries have been made with other heritage sites, but no agreements have yet been made.

Foxfield and The 142055 Group has been in agreement together since June 2020, with the unit arriving by road in September 2020.

A 142055 Group spokesperson said “Foxfield Railway Board have requested that the owners of 142055 to seek an alternative site to base the DMU.

A number of enquires have been made with Heritage Railway sites, but no agreements for an alternative site have yet been confirmed.”

If you want to help with keeping 142055 preserved, you can become a member via their website.

5th December 2023


RAIB

Independent report:​

Safety Digest 05/2023: Wood Green and Melton Lane level crossing

Published: 5th December 2023

RAIB has today released its safety digest into overspeeding incidents at Wood Green, and Melton Lane level crossing, 11 and 12 June 2023


Summary of the incidents

On 11 June 2023, a 20 mph (32 km/h) emergency speed restriction (ESR) was imposed from 05:20 hrs on the Down Fast line at Wood Green, near Alexandra Palace station in north London.
A parallel ESR was imposed on the Down Slow line.

These ESRs had been imposed due to forecast hot weather and the expectation that critical rail temperatures would be exceeded later in the day, increasing the risk of track buckling.

By the end of 11 June, at least four passenger trains had exceeded the 20 mph (32 km/h) ESR on the Down Fast line:

a. At 10:11 hrs, train 1D09, the 10:07 hrs London North Eastern Railway (LNER)service from London King’s Cross to Leeds, passed through the 20 mph ESR at 89 mph (143 km/h).

b. At 14:43 hrs, train 1B86, the 14:36 hrs LNER service from London King’s Cross to Lincoln Central, passed through the 20 mph ESR at 40 mph (64 km/h).

c. At 19:04 hrs, train 1P86, the 18:56 hrs Govia Thameslink Railway (GTR) service from London King’s Cross to Peterborough, passed through the 20 mph ESR at 94 mph (151 km/h).

d. At 22:11 hrs, train 1N36, the 22:05 hrs LNER service from London King’s Cross to York, passed through the 20 mph ESR at 86 mph (138 km/h).

On 12 June 2023, a 20 mph (32 km/h) ESR was imposed from about 12:00 hrs at Melton Lane level crossing, between Brough and Ferriby stations in East Yorkshire, due to forecast hot weather.

Before the ESR was withdrawn at 19:15 hrs on the same day, at least one passenger train had exceeded the 20 mph (32 km/h) speed limit.

At 15:47 hrs, train2R99, the 14:43 hrs Northern service from York to Bridlington, passed through the 20 mph ESR at 65 mph (105 km/h).

There were no adverse outcomes from any of these over speeding incidents.

Cause of the incidents

These over speeding incidents occurred because the drivers of the trains involved did not realise that the ESRs applied to their trains.

This was because equipment already installed on the track which related to earlier speed restrictions had been adapted to warn drivers about these ESRs.

ESRs are applied in hot weather by Network Rail in accordance with its company standard NR/ L2/TRK/001/mod14, ‘Managing track in hot weather’.

Issue 7 of the standard, dated 6 March 2021, specified three levels of critical rail temperature (CRT), each with an associated action to mitigate the risk from track buckling (in order of increasing probability of track buckling):

• CRT(W): the temperature at which a person is deployed to monitor the track concerned

• CRT(30/60): the temperature at which speed restrictions of 30 mph and 60 mph(48 km/h and 97 km/h) are imposed for freight and passenger trains respectively

• CRT(20): the temperature at which a 20 mph (32 km/h) speed restriction is applied for all trains.

Issue 8 of NR/ L2/TRK/001/mod14 was released on 3 June 2023 (eight days before the incidents on 11 June) but the associated changes to the standard were not relevant to the ESRs imposed at Wood Green on 11 June and Melton Lane on 12June.

The railway Rule Book (GERT8000-SP ‘Speeds’, issue 6, which came into force in December 2021) describes the equipment provided for temporary speed restrictions (TSRs) and ESRs.

Both types of speed restriction involve the erection of trackside equipment to provide information to train drivers, including a portable automatic warning system (AWS) magnet, a warning board, a speed indicator(commencement board, showing the start of the speed restriction) and termination board (showing the end of the speed restriction).

Additional signage is provided where there is a diverging route, to clarify to train drivers which line(s) the speed restriction(s) apply to.

As TSRs are planned speed restrictions, their details must have been published in the relevant Weekly Operating Notice (WON) that is issued to train drivers.

The urgent nature of ESRs means that there may not be sufficient time to publish their details in the WON, and so they require further trackside equipment to warn drivers of their presence.

This consists of an additional portable AWS magnet followed by an emergency restriction of speed (EROS) indicator.

Where there has not been time to install this additional equipment, GERT8000-SP requires signallers to stop each train that will travel over the ESR to tell the driver the location of the ESR, and the speed limit imposed (known as ‘cautioning’ trains).

Network Rail company standard NR/L3/TRK/7006, ‘Creation and application of an Emergency Speed Restriction (ESR) design’, issue 3, dated 3 September 2022,requires ESRs to be designed, checked, installed and verified by staff with appropriate competencies.

For clarity, the ESRs at the two locations and how they were planned and implemented are discussed separately below.

Wood Green

A previous ESR that was unrelated to hot weather had been in place at Wood Green South Junction (4 miles 67 chains from London King’s Cross) since 25 May2023, following the replacement of track components.

Although this restriction applied only to the Down Slow 2 line, the ESR design required trackside equipment to be installed on adjacent lines including the Down Fast line because of the possibility that trains might be routed across from these lines onto the Down Slow 2line.

Track layout diagram showing the path of a train (blue arrow) crossing from the Down Fast to the Down Slow 2 line at Wood Green South Junction (note Down Slow 2 line becomes the Down Hertford line beyond the set of points covered by the ESR). Not to scale and not all features shown.

This meant that every train driver travelling along the Down Fast line received an AWS audible warning (a horn tone) and a visual indication (the ‘sunflower’) from each of the two portable AWS magnets associated with the ESR, as well as passing the EROS indicator and a warning board, which had an arrow indicating that the ESR applied only to the diverging route.

In the period between 25 May and the implementation of the ESR relating to the high temperatures on the night of 10 to 11 June, nearly three thousand trains passed the equipment installed on the Down Fast line; only sixteen of these trains were routed across to the Down Slow 2 line.

The design for the ESR that was implemented on 25 May 2023 was for the equipment on the Down Fast line to have been installed between 3 miles 28 chains and 3 miles 46 chains.

However, this design overlapped with existing equipment that had been installed for another, earlier, ESR at Ferme Park (between London King's Cross and Alexandra Palace) on 17 April 2023.

As a result of this conflict, track maintenance staff from Network Rail’s Finsbury Park depot installed the ESR equipment on 25 May 2023 beyond signal K447,between 4 miles 14 chains and 4 miles 27 chains.

This was significantly closer to the ESR commencement board than the approved design and did not provide the minimum deceleration distance required by Railway Group Standard GKRT0075,‘Requirements for minimum signalling braking and deceleration distances’, issue 5,dated December 2018.

This arrangement relied on trains that were crossing over from the Down Fast line to the Down Slow 2 line slowing down before they reached the ESR equipment, because the maximum speed through the junction is 30 mph (48 km/h).

On the night of 10 to 11 June 2023, track maintenance staff based at Finsbury Park depot had been instructed to install ESR equipment for as many of the sites that were expected to be affected by critical rail temperatures on the following day as possible.

This was because route control staff were concerned about the impact on the workload of signallers of having to stop and caution a significant number of trains, as required by GERT8000-SP.

As there was no one competent available at the depot to design the CRT(20) ESRs on the Down Fast and Down Slow lines at Wood Green, Network Rail’s section manager (track) in Doncaster designed the installation and then emailed it to the staff at Finsbury Park depot at 22:08 hrs.

However, this design did not take account of the existing ESR equipment that had been installed for the ESR on the Down Slow 2 line on 25 May 2023.

Because of the presence of this existing equipment, the additional equipment required for the CRT(20) ESRs on the Down Fast and Down Slow lines could not be installed in accordance with the design.

The depot staff installing the ESRs on10 to 11 June 2023 therefore decided to adapt the equipment that had previously been installed on 25 May.

They did this by adding a third AWS magnet and a second warning board, which was placed 85 metres beyond the existing diverging route warning board.

The configuration of the ESR warning equipment on the Down Fast line at Wood Green on 11 June meant that drivers were less likely to realise that a new ESR was in force because:

a. Equipment relating to the earlier ESR had been in place for the previous sixteen days. All of this equipment was left in the same locations for the ESR of11 June, with some additional equipment added.

b. The warnings that drivers would have received during the previous sixteen days had not applied to the majority of trains that received them, potentially resulting in drivers on the route becoming habituated to receiving warnings for an ESR that did not apply to their trains.

c. The newly installed warning board for the ESR on the Down Fast line was only two seconds’ running time at 95 mph (153 km/h) from the additional AWS magnet. Consequently, drivers had little time to react to the AWS warning and to identify the reason for it.

d. The sequence of warning boards did not sufficiently draw drivers’ attention to the new ESR on the Down Fast line. GERT8000-SP specifies that the warning board on the track on which the train is travelling should be installed on the approach to a diverging route warning board if the latter is required. In this case, the required sequence was reversed when the boards were erected.

In addition to possibly misleading drivers by the incorrect sequence of warning boards, the position of the second warning board provided an insufficient deceleration distance for the speeds involved.

This was because it was installed 1,374 metres from the ESR on the Down Fast line while (a) the design required the warning board to be installed 1,609 metres from the ESR and (b) the minimum deceleration distance from 95 to 20 mph (153 to 32 km/h) given in Railway Group Standard GKRT0075 is 1,730 metres.

RAIB notes that when it was necessary for Network Rail to impose a 20 mph(32 km/h) ESR due to a track defect on the Down Fast line at Alexandra Palace on 24 July 2023, the track maintenance engineer decided not to erect speed restriction warning boards due to the complexity of designing an ESR at the location. Instead, trains were cautioned by signallers until track repairs were completed overnight.

Image from forward-facing CCTV showing ESR equipment on the Down Fast line on 11 June2023, and a corresponding diagram. The additional equipment installed for the CRT(20) ESRon the Down Fast line on 10 to 11 June is shown in red on the diagram.

Melton Lane level crossing

An ESR had been imposed on the Down Hull line approaching Melton Lane level crossing on 23 May 2023.

This speed restriction was designated 30/75, indicating that a 30 mph (48 km/h) restriction applied to freight trains but that passenger trains could continue at up to the normal permissible speed of 75 mph (121 km/h).

The equipment for this ESR was installed in accordance with its design and provided the minimum deceleration distance specified in Railway Group Standard GKRT0075 for a reduction in speed from 75 to 30 mph (121 to 48 km/h) of 1,187metres and was in place before the need to further reduce speed arose due to forecast hot weather on 12 June 2023.

RAIB has seen no evidence that a new design was produced when it became necessary to impose a CRT(20) ESR due to the hot weather on 12 June.

Instead, track maintenance staff swapped the 30/75 mph (48 and 121 km/h) warning and commencement boards for 20 mph (32 km/h) boards.

Network Rail advised that this was because it had insufficient staff to move the ESR equipment when the critical rail temperature was reached.

If the CRT(20) ESR had been implemented in accordance with the requirements of Railway Group Standard GKRT0075 for a reduction in speed from 75 to 20 mph (121 to 32 km/h), it would have been necessary to have moved the warning board and associated equipment 70 metres further from the start of the ESR, as the minimum deceleration distance would have needed to increase to 1,257 metres.

The configuration of the ESR warning equipment on the Down Hull line approaching the CRT(20) ESR at Melton Lane level crossing on 12 June 2023 had the potential to mislead drivers.

This was because it was installed at the same location as the earlier 30/75 ESR that had not been applicable to passenger trains throughout this period.

Repositioning the ESR equipment would have provided drivers with a cue that the ESR speed limit had changed.

5th December 2023

West Yorkshire railway station cat dies from terminal illness​

Felix - Huddersfield Station Cat

Some sad news to bring you today, as Huddersfield station's resident station cat, Felix, has died after the discovery of a terminal illness.

The globally famous cat served as ‘senior pest controller' at the West Yorkshire station.

Felix was born in 2011 and joined the team at Huddersfield six weeks later and spent the majority of her life ‘on duty'.

Felix sadly passed away on the 3rd December, and TPE are asking fans to refrain from visiting the station and instead leave their expressions of sympathy via the Felix and Bolt Facebook page.

Bolt, Felix's apprentice, joined the team in 2018 and both have featured in calendars and two books, raising more than £240,000 for charity.

A spokesperson said “It is with heavy hearts that we announce the passing of our beloved Felix.

On Sunday evening, she peacefully went to sleep, in the loving comfort of Angie Hunte (Station Manager) and Jacqui Cox (Station Team Leader). Felix joined TPE in 2011 and since then has left paw prints across the hearts of people from all over the world.

We will miss her dearly.”

Angie Hunte, Huddersfield Station Manager for TransPennine Express, said: “Felix was more than a cat; she was a beloved member of our station family and left her paw prints on many commuters' hearts as they passed through the station.

“Her presence brought smiles to visitors from around the world, making Huddersfield Station a special place. We will miss her dearly.”

Angie added: “We understand that many people will want to honour Felix's memory, we kindly encourage those wishing to fundraise or donate to consider buying the latest 2024 Felix and Bolt annual calendar instead.”

5th December 2023

New Items ordered for ETHNON RAIL

Cleopatra asked me had the cats got me anything for Xmas?

I said 'no'

Cleo then said: 'Well, they've ordered you this'..............

Thank you Tess, Leia and Lulu!

In August 1976, rail passengers travelling British Rail’s Western Region experienced a new way to travel to the West Country, with the introduction of the High Speed Train.

By the end of the year, passengers could travel at 125mph between London Paddington and Reading and the new High Speed Trains, in their eye catching InterCity livery, were providing levels of comfort and service not seen since the golden years of the Great Western Railway.

Forty years on, and with the West Country routes once more under the control of the Great Western Railway, these record breaking High Speed Trains received a new GWR Green fleet livery and are set to run High Speed services to the West Country for the foreseeable future.

I used to see these trains regularly at Cardiff Central Station, they were called the 'castle sets', the driving cars were named after castles, sadly they are going to be retired soon.

STOP PRESS: Earlier this year, Great Western Railway (GWR) announced that some of its HSTs would be retired in May and the remainder in December, although the current lack of replacement diesel stock has led to a reprieve to (at least) May 2024 for some sets.

6th December 2023


RAIB

Independent report:​

Safety digest 06/2023: Blackford-Gleneagles

Published: 6th December 2023

RAIB has today released its safety digest into trains overspeeding between Blackford and Gleneagles, Perth and Kinross, 15 July 2023


Summary of the incident

On the morning of 14 July 2023, Network Rail issued fourteen blanket speed restrictions (BSRs, previously referred to in some cases as blanket emergency speed restrictions (BESRs)) in anticipation of heavy rainfall, which had been forecast for two days across Scotland.

Information about the BSRs was sent by Network Rail by email to those signal boxes and train operating companies which would be affected. After receiving updated weather information, Network Rail sent information about four additional BSRs at 21:45 hrs to the same recipients as the initial BSRs.

Network Rail intended these additional BSRs to be imposed at 04:00 hrs on 15 July, the following day.

One of the additional BSR notifications, reference SCR8026, applied to a 2.25 mile (3.6 km) section of railway between Blackford signal box (at the south end of the BSR) and Gleneagles station (to the north).

This BSR imposed a temporary maximum permitted speed of 40 mph (65 km/h) from 04:00 hrs to 19:00 hrs on 15 July.

The normal maximum permitted speed between these locations was 90 mph (145 km/h).

Around 05:30 hrs on 15 July, the signaller at Blackford signal box observed a northbound freight service operated by Direct Rail Services (DRS) pass through the speed restriction, apparently without reducing speed.

The next two trains to pass the signal box were southbound ScotRail passenger services and both observed the BSR.

However, the next northbound ScotRail passenger service appeared to the signaller to again pass without reducing speed.

Noting that southbound trains had been observing the BSR, the Blackford signaller contacted the Auchterarder signaller to the north of the limit of the BSR to ask if the southbound trains had been stopped and cautioned about the speed restrictions.

The Auchterarder signaller stated that they had not.

After calling the Auchterarder signaller, the Blackford signaller decided to stop the next northbound service.

This was the Caledonian Sleeper train, which was being operated by GB Railfreight (GBRf).

The GBRf driver advised the signaller that they were unaware of the BSR, so the signaller provided the speed restriction details before allowing the train to proceed.

The Blackford signaller, now concerned that not all drivers were aware of the BSR, stopped and cautioned the next northbound service which was a ScotRail passenger train.

The driver of this service was also unaware of the BSR.

The Blackford and Auchterarder signallers informed Network Rail control that not all trains had been observing the BSR between the two signal boxes.

The signallers were advised by control to stop and advise the drivers of all trains about the details of the BSR until further notice.

Cause of the incident

The drivers of the first four northbound services to approach the BSR on the morning of 15 July 2023 were unaware of it because they had not been provided with the necessary information when they booked on for duty.

These services were provided by three different train operators.

Network Rail issued the BSR notices using a prepopulated distribution list.

This included email addresses for ScotRail, DRS and GBRf as well as Blackford and Auchterarder signal boxes.

Network Rail intended that the train operators would make the notices available to their respective drivers taking trains over the affected lines and for the signallers to advise drivers of the BSRs in accordance with the railway Rule Book.

However, due to an oversight within ScotRail, the BSR notice was not forwarded to drivers booking on at Glasgow Queen Street.

This meant that ScotRail drivers taking northbound services towards Perth were not aware of the BSR between Blackford and Gleneagles.

DRS stated that it did not advise their drivers of the BSR as it did not receive the emailed notice from Network Rail.

GBRf also stated that it did not receive the BSR email notification.

Network Rail did not require any acknowledgement that such notices had been received and so was unaware that not all train operators had received it.

Rule Book Module GERT8000-SP, ‘Speeds’, issue 6, which came into force on4 December 2021, does not require any warning signage or track equipment to be provided to warn drivers about a BSR ahead.

However, it does require signallers to 'arrange for the driver of each affected train to be told about the speed restriction and the locations between which it is to be observed’.

Signallers are not, however, required to do this if operations control has arranged to tell drivers about the BSR by other means.

Following an incident in December 2020, involving drivers not observing a BSR imposed between Laurencekirk and Portlethen, Network Rail instructed route control centres that drivers should in future be given warnings of BSRs by signallers.

In Scotland’s Railway, this instruction required drivers to be stopped and cautioned for the first 12 hours after details of a BSR have been provided to drivers by their company notice process.

At the time these overspeeding incidents occurred, this 12-hour period had not yet elapsed.

There is conflicting witness evidence as to whether an explicit instruction to stop and caution trains had been given by Network Rail’s local operations staff to the signallers at Blackford and Auchterarder signal boxes.

However, neither of the signallers had been stopping and cautioning trains until it became apparent that northbound drivers had not been observing the BSR.

As an alternative to signallers stopping each train to tell them about BSRs, drivers can be told using a broadcast facility via GSM-R (Global System for Mobile Communications-Railway), the railway’s radio system.

GSM-R can be configured to message drivers automatically, as the train’s presence is detected by the signalling system.

This provides drivers with the necessary information in an appropriate location without the need for signallers to stop each affected train.

However, localised GSM-R messages triggered by the signalling system were not available for the area covered by Blackford and Auchterarder signal boxes because of the type of signalling system in use.

Network Rail stated that in this location messages could therefore only be broadcast over a radio ‘cell’ area.

This would result in drivers receiving BSR information across a wider area compared to messages triggered by the signalling system.

The same message could also be repeated several times during a journey, which Network Rail stated could be potentially distracting to drivers.