DOCSLIB.ORG

Approved Agreement

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
Approved Agreement FORTY NINTH Supplemental Agreement between NETWORK RAIL INFRASTRUCTURE LIMITED as Network Rail and EAST COAST MAIN LINE COMPANY LIMITED as Train Operator relating to amendments to a Track Access Contract (Passenger Services) dated 04 February 2005 THIS SUPPLEMENTAL AGREEMENT is dated 18 September 2015 and made between: (1) NETWORK RAIL INFRASTRUCTURE LIMITED, a company registered in England under company number 02904587, having its registered office at 1 Eversholt Street, London, NW1 2DN ("Network Rail"); and (2) EAST COAST MAIN LINE COMPANY LIMITED, a company registered in England under number 4659708 having its registered office at Friars Bridge Court, 41-45 Blackfriars Road, London, SE1 8NZ (the "Train Operator"). Background: (A) The parties entered into a Track Access Contract (Passenger Services) dated 04 February 2005 as amended by various supplemental agreements (which track access contract as subsequently amended is hereafter referred to as the "Contract"). (B) The parties now propose to enter into this Supplemental Agreement in order to amend the Contract as described herein. IT IS HEREBY AGREED as follows: 1. INTERPRETATION 1.1 In this Supplemental Agreement words and expressions defined in and rules of interpretation set out in the Contract shall have the same meaning and effect when used in this Supplemental Agreement except where the context requires otherwise. 2. EFFECTIVE DATE AND TERM 2.1 The amendments made to the Contract as set out in this Supplemental Agreement shall have effect from the Effective Date and shall cease to have effect on the Expiry Date or earlier termination of the Contract. 2.2 Effective Date means the later of 02:00 on the Principal Change Date 2015 and the date on which the parties enter into this Supplemental Agreement pursuant to directions issued by the Office of Rail Regulation under Section 22A of the Act. 3. AMENDMENTS TO THE CONTRACT The Contract shall be amended as follows: 3.1 Annex B to Part 3 of Schedule 4 – Lookup Table for EBM Weights shall be deleted and replaced in its entirety with that shown in Appendix 1 of this Supplemental Agreement. 2 6975135 3.2 Under section 2 Passenger Train Slots within Schedule 5 that part of Table 2.2 of the Contract relating to Service Group 2 London – North East and Scotland shall be amended, by adding two new rows and the associated footnote as set out in Appendix 2 of this Supplemental Agreement. 3.3 Appendix 1 of Schedule 8 of the Contract shall be replaced in its entirety with that shown in Appendix 3 of this Supplemental Agreement. 4. EFFECT OF THIS SUPPLEMENTAL AGREEMENT ON THE CONTRACT The parties agree that the Contract, as amended by this Supplemental Agreement, shall remain in full force and effect in accordance with its terms, and with effect from and including the date hereof and during the period in which the amendments made by this Supplemental Agreement are to have effect, all references in the Contract to the "Contract", "herein", "hereof", "hereunder" and other similar expressions shall, unless the context requires otherwise, be read and construed as a reference to the Contract as amended by this Supplemental Agreement. 5. LAW This Supplemental Agreement shall be governed by, construed and given effect to in all respects in accordance with the laws of England and Wales. 6. THIRD PARTY RIGHTS No person who is not a party to this Supplemental Agreement shall have any right under the Contracts (Rights of Third Parties) Act 1999 to enforce any term of this Supplemental Agreement. 7. COUNTERPARTS This Supplemental Agreement may be executed in any number of counterparts, each of which when executed and delivered shall constitute an original, but all the counterparts shall together constitute one and the same instrument. 3 6975135 IN WITNESS of which Network Rail and the Train Operator have, by their duly authorised representatives, respectively entered into this Supplemental Agreement on the date first above written. SIGNED BY for and on behalf of NETWORK RAIL INFRASTRUCTURE LIMITED SIGNED BY for and on behalf of EAST COAST MAIN LINE COMPANY LIMITED 4 6975135 Appendix 1 Annex B to Part 3 of Schedule 4- Lookup Table for EBM Weights AAL EM Rt acemtte 100%1 PARllAL Bus R_ [l!attmtt!C X X% NoS.. Replace Comments & Other VTP-s to Cons.idei StMet % V1able Transfer V1at:ie Transfe1 Applicable lnfras!JUCiut:e S4CS Ofoup .AjljltiGa % m.,. EBMs Poinl JVTPI Poom IVTPl Rules Other Ool!rahn Roles coo. OescnrrM of PossesSJonRmot se ble F..., To ...... T•ains From To Mdts Tnuns Tra1ns (0%) Total lU l01London Kings Cross to loversall Can ..ID H901 100% 0 0 London l<Ang'& H902 100% 0 Cron F.nsbury Park )15001 H801,02,o.t,05: No bus replacement required Full 0 (FPK) ttansfer 10 LUL for London King's Cross H904 100% 0 0 CLGX) H905 100% 0 0 HBO I 100% SVG FPK 25 00 0 0 HBO!02,01.05 Paruaftlus bMweMSie,.nage aAd Blockage only Alexandta ....., H902 100% SVG FPK 25.00 0 0 Fmbury Park wCh transfet to tUL for londoo Kn;t's- FPK Palfc• IO SltvtnJgt Cross and divert train aromdFins-bury Park H904 100% SVG 25 00 0 0 H905 100% SVG FPK 25.00 0 0 H901 100% SVG FPK 25.00 0 0 H80t.02.04,05:Full bus replacement between H902 100% FPK Fmsbuty Park S1e-ten9 Full blockage only FinS-buty iiiOO:t Stewnage and Finsbury Park withuansfer to LUL for SVG 25.00 0 0 (FPK) (SVG) Park to Alexandta Palace London King's Cross HllO' 100% SVG FPK 25.00 0 0 H905 100% SVG FPK 25.00 0 0 H901 100% SVG FPK 2500 0 H801 02.1M0. 5 Full bus ttpl-.ctmtJW; bOtwetn 0 Blockage Finsbury Park to H902 100% SVG FPK 25.00 0 0 StevtnJgt al'ld Fins*Y PJrk with tnnsrer to LUL for nonh of Stevenage ..... HEI04 100% SVG FPK L.ondon King's Ctoss 25.00 0 0 H905 100% SVG FPK 2500 0 G H901 100% PBO SVG 48 75 0 0 StMnage Pttttbotough H80,t 02.04,05. Full bus rel)lactmtnl btl'ween H902 100% PBO SVG 48.75 0 0 !SVGI (PBO) ..... Pettttotough ltld ScMftagt H904 100% PBO SVG 48.75 0 0 HBOS 100% PBO SVG 48.75 0 0 H901 100% GAA PET 29.25 0 G PeterborOI.I(#t Grantham H801,02.040. 5. Full busreplacemerd.betwem H902 100 0 (PBO) (GAA) Grantham atd Ptttrbotough H904 100% GAA PET 2925 0 0 '""" H905 100% GAA PET 2925 0 0 H901 100% NI>IG GAA 1450 0 0 Gf1•,th•m NewarkNorth HB0102 0!.05 Full bus (tplaetmtM between HB02 100% NtiG GAA 1450 0 0 Gale ...., (GRA) Newark Norttl Gate and Gr'JrtthMn HB04 100% NNG 1450 0 0 (NNG) GAA H605 100% NNG GAA 14 50 0 0 ..... Gat• HBO I 100% RET NNG 18.SO 0 0 Newar kN!Mh Retford Fullbus replacement between Ret1ord and Newark H902 100% RET NNG 1850 0 0 North Gate H904 100% RET NNG 1850 0 0 (NNG) tRETl H905 100% RET NNG 18.50 0 0 H901 100% DON RET 17 50 0 Part.c<ll bus replacement betw.en Ooneasttr alllf 0 Rerford Oonc:t:9ttr H902 100% DON RET 1750 0 0 ..... Rtllotd. (RET) (DON) H904 100% DON RET 17 so 0 0 Divert110UI'Id Rttforda Ntwart( Cf0$$U H905 100% DON RET 1750 0 0 0 HllO' 100% DON HUl 41.(10 0 0 Doocaster Hull See Ooocaster to Leeds and HSOIO Fullbus re-pte.ceme!ll between Hull andOoncaSier 0 0 (DON) (HUL) OoncastHto York 0 0 0 0 0 H902 100% LDS DON 29 75 0 0 Parual bus replacement between Leeds aod Stt Oonca$ttr to Hunand Oonet: tr H904 100% LDS DON 29 75 0 0 Done• •' Lttds ,.., Doncsster. (DONI (LOS) Di¥eft betweenLeeds aOO Ooncas:ter Yla Hambleton. to York 0 0 0 0 H902 100% LDS SKJ 26.25 0 0 Fulbl us repl.acemem between Leeds and Slapcon H904 100% SKI Leeds Slupton 118012 LOS 2626 0 0 (LDS) (SKJ) Another TOC seMce available 0 0 0 0 H902 100% LDS BOO 1350 0 0 Fullbus ftpfacemtl'll between Lttds and Sradfotd Leeds 8rad1Jord Focster H904 100% LDS BOO 13.50 0 0 H8013 ForstecScJ!are 0 (LDS) Squ.,•i600) Anot.tw TOC seMce available 0 0 0 5 6975135 0 H802 100% YRK LDS 38.75 0 0 YO<k Leeds No bus replac:ement requned H804 100% YRK LDS 38 75 0 0 1iB01• (YRK) (\.OS) Oiven between Yortc: and Leed$ VIa Ooncaster 0 0 0 0 H802 100% LDS HGT 18 25 0 0 Leeds Harrogate HS04 100% LDS HGT 1825 0 0 B(liS FuSI bus replacement between Leeds and Harrogate (LDS) (HGT) 0 0 0 0 LN 600.SO 147 Doncaster eo Edinbur!lh Waver!ev H801 100% 0 0 Doncaster Yor1< No bus replacement requued H805 100% 0 0 HB016 (DON) (YRK) Diven between Doncasterand Yorkvialeed$ 0 0 0 0 H801 100% YRK NTR 3000 0 0 YO<k Northallerton Full bus teptacemtmt between Oarlington H801 100% NTR OAI. 0 ll H8017 uoo (YRK) (NTR) (OAR) and Yotk (YRK) H805 100% YRK NTR 3000 0 0 H805 100% NTR OAI. 14.00 0 0 H801 100% YRK NTR 30.00 0 0 H801 100% NTR OAR 14.00 0 0 Northallerton Darlingtoo Parual bus replacement between York nd Durham H801 100% OAR OHM 22 00 0 0 Bol ckage IS NMhal H9018 (NTR) (OAR) Orven VIa Stdhngton. H805 100% YRK NTR 30 00 0 0 H805 100% NTR OAR 14 00 0 0 H805 100% OAR OHM 22 00 0 0 H801 100% Nm OAR 14 00 0 0 E>ccluwe o!Fall)'h ll H805 100% Nm OAR 14.00 0 0 HB019 Pattial bus between Northalterton and Durham Junction H801 100% OAR OHM 22.00 0 0 H805 100% OAR OHM 22.00 0 0 DarilnQ'on Durham H801 100% NTR OAR 14 00 0 0 (OAR) (OHM) H805 100% fml OAR 14 00 0 0 lnclusM! Fenyhlfl bus replacement between 100% OHM of H6020 Futl Oarlington (OAR) and H801 OAR 22 00 0 0 Junctron Newcas«e (NCL) H805 100% OAR OHM 22 00 0 0 H801 100% OHM NCl uoo 0 0 H805 100% OHM NCL 14 00 0 0 H801 100% OHM NCL 14 00 0 0 Durham Newcastle Full bus replacement Outham to Newca$lle, tras H805 100% OHM NCL 14 00 0 0 H!!021 (OHM) (NCl) restart alDumam & Newcas:Lie.
Load more

Recommended publications
  • Collision. Wrawby Junction. 1983-12-09
    RAILWAY~NSPECTORATE DEPARTMENTOFTRANSPORT 2 MARSHAMSTREET LONDON SWIP 3EB 19th March 1985. I have the honour to report, for the information of the Secretary of State, in accordance with the Direc- tion of 21st December 1983 the result of my Inquiry into the collision between a freight train and apassenger train that occurred at about 18.18 on 9th December 1983 at Wrawby Junction, near Scunthorpe, in the Eastern Region of British Railways. 2. The 17.32 Cleethorpes to Sheffield 2-car Diesel Multiple Unit (DMU) passenger train was travelling along the Down Fast lineat about 5 mile/h when it was struck about midway along the right-hand side of the leading carriage by Locomotive No. 47299 which was hauling the 15.02 Drax to Lindsey freight train compris- ing 9 empty oil tank wagons. Because a track-circuit failure prevented a set of points from operating and the protecting signals from clearing, the signalman had hand-cranked the points to the Normal position. He failed to clamp them Normal as he should have done. Both trains had been called forward under caution but the freight train driver failed to stop at the signal box. His train was diverted at low speed into the side of the passenger train through the points that had, in the meantime, reset themselves to the Reverse position. 3 The leading vehicle of the DMU was derailed and turned onto its side, the trailing vehicle was derailed but remainedupright. There were 1 I passengerson the DMU and1 regret to report that on'eof them was killed instantly, the Emergency Services were quickly at the scene and 3 others were taken to hospital 2 of whom were discharged after treatment.
    [Show full text]
  • Network Rail Strategic Business Plan Control Period 4
    Network Rail Strategic Business Plan Control Period 4 October 2007 Contents Contents Executive summary 1 1 The strategic context 20 2 The demand for rail 25 3 The industry strategy 33 4 Network Rail’s policies and strategies 52 5 Efficiency and input prices 84 6 Our plan for CP4 119 7 Expenditure and financing 171 8 Outputs 174 9 Options and sensitivities 194 10 Summary of future developments 201 Appendices 204 Network Rail October 2007 Strategic Business Plan 1 Executive summary summary Executive Executive summary The last review was therefore necessary to place the business on a secure financial footing so that The demand for both passenger and freight rail we could begin to address these problems services has increased dramatically over the last together with our industry partners in Control decade. Last year alone, total passenger Period 3 (CP3). demand increased by more than eight per cent and freight demand has also continued to grow Change is a gradual process not just in the strongly. railway but elsewhere as well. Despite this, we are approaching the 2008 periodic review from a Moreover, there is a clear consensus throughout very different position compared to the last the industry that demand growth from review. We always said that the early years of passengers and freight users will remain strong Network Rail were about stabilising the company for the foreseeable future. Increasing congestion while preparing for the further challenges ahead on roads and increasing environmental sensitivity and we have now largely completed the first two mean that rail should be well placed to continue phases of our three-phase transformation winning market share.
    [Show full text]
  • Rail Accident Report
    Rail Accident Report Derailment at Santon near Foreign Ore Branch Junction, Scunthorpe 25 January 2008 Report 10/2009 April 2009 This investigation was carried out in accordance with: l the Railway Safety Directive 2004/49/EC; l the Railways and Transport Safety Act 2003; and l the Railways (Accident Investigation and Reporting) Regulations 2005. © Crown copyright 2009 You may re-use this document/publication (not including departmental or agency logos) free of charge in any format or medium. You must re-use it accurately and not in a misleading context. The material must be acknowledged as Crown copyright and you must give the title of the source publication. Where we have identified any third party copyright material you will need to obtain permission from the copyright holders concerned. This document/publication is also available at www.raib.gov.uk. Any enquiries about this publication should be sent to: RAIB Email: [email protected] The Wharf Telephone: 01332 253300 Stores Road Fax: 01332 253301 Derby UK Website: www.raib.gov.uk DE21 4BA This report is published by the Rail Accident Investigation Branch, Department for Transport. Derailment at Santon near Foreign Ore Branch Junction, Scunthorpe, 25 January 2008 Contents Introduction 5 Preface 5 Key definitions 5 Summary of the report 6 Key facts about the accident 6 Immediate cause, causal and contributory factors, underlying causes 6 Severity of consequences 8 Recommendations 8 The Accident 9 Summary of the accident 9 The parties involved 10 Location 10 External circumstances
    [Show full text]
  • Yorkshire and Humber Route Utilisation Strategy Draft for Consultation  Foreword
    Yorkshire and Humber Route Utilisation Strategy Draft for Consultation Foreword It is a pleasure to introduce the Route The additional capacity provided at Leeds in Utilisation Strategy (RUS) for Yorkshire and the last five years has already been largely Humber. This RUS, like the previous ones, used up as a result of the growth in demand, sets out the strategic vision for the future of and the RUS identifies the best solution for a particular part of the rail network. the next decade as being the introduction of more short distance cross-Leeds services in The network in Yorkshire and Humber is the peak. It proposes an additional service incredibly diverse, with heavily used services each hour between Leeds and Manchester, and fast-growing demand into the larger cities as well as some journey time improvements. such as Leeds and Sheffield and across the Additionally, the proposal in the East Coast Pennines to Manchester. There is a great Main Line RUS to introduce a regular clock- deal of freight traffic, particularly to and from face timetable should assist considerably the ports. By contrast, some rural parts of the in terms of both local and “east to network are relatively lightly used. west” services. A number of generic gaps have been Further into the future we can expect to see identified. These include the need for further journey time improvements between additional capacity at peak hours for Leeds and Manchester, between Leeds and commuters into the cities and in the core Sheffield, between Sheffield and Manchester, Leeds to Manchester corridor; the need to and between Bradford and Manchester.
    [Show full text]
  • Chapter 3.Pmd
    CHAPTER 3 - THE LOCAL PROFILE, PROBLEMS AND CHALLENGES C HAPTER Summary - The local profile, problems and challenges are considered by reviewing the existing transport network and future travel demands in North Lincolnshire. 3.1 Introduction 3 - The previous chapter considered the relevant strategic planning context at the European, national, Humber and local level. This chapter will outline the local profile and consider the problems and challenges facing North Lincolnshire and how the LTP can contribute to addressing them. THE 3.2 Spatial Profile 3.2.1 Background L OCAL North Lincolnshire is situated on the south bank of the Humber Estuary near the east coast of England, covering an area of 84,952 hectares. It is predominantly a rural area with the major centre of population in the industrial garden town of Scunthorpe. The population of North Lincolnshire is 167,400 (2011 census), an increase of 9.5% since 2001. P Approximately half of the population lives in the Scunthorpe and Bottesford urban area. The market towns of Barton upon Humber, Brigg, Crowle, Epworth, Winterton and Kirton in Lindsey provide key ROFILE local hubs for the remaining rural settlements in the area. The provision of good accessible transport links to these locations is of particular importance to local communities and is a key consideration of the Transport Strategy. It is estimated that North Lincolnshire will continue to see sustained population growth of 14% to , P 191,505 by 2035 and approximately 15,000 new houses will be required to accommodate this increase. North Lincolnshire is also expected to have an increasingly elderly population during the life of LTP3.
    [Show full text]
  • Route Specifications 2011 – London North Eastern
    Network Rail Route Specifications 2011 – London North Eastern “It’s an enormous national industry – surely one of the UK’s biggest.”* More people are using the railways today than at any time since the 1920s – some four million a day. Over the next few years we are investing in expanding and growing the railway, and developing plans for the future. *Passenger comment, May 2011 Helping Britain run better 2014-2019 will see a financially sustainable railway with more seats, shorter journey times and greater passenger satisfaction – we’ve just published an industry plan for the five years to 2019 mapping out what we think needs to be done to deliver a better, more sustainable rail network. Contents SRS G.01 - King's Cross – Peterborough................................................................................................................................ 2 SRS G.02 - Moorgate Branch................................................................................................................................................. 11 SRS G.03 - Hertford Loop....................................................................................................................................................... 15 SRS G.04 - Hitchin - Cambridge............................................................................................................................................. 19 SRS G.05 - Peterborough - Doncaster..................................................................................................................................
    [Show full text]
  • Compendium of Signal Box Opening Times
    OFFICIAL# Network Rail The Quadrant: MK Elder Gate Milton Keynes MK9 1EN HELP on using this Compendium of SignalBox Opening Times The following pages, split to the 10 Network Rail Routes, list all the signal boxes, crossing boxes and signalling centres and their respective opening times (i.e. times they are manned) The signalbox lists are split into two. The first section lists those signalboxes which are not manned continuously throughout the week. These are shown by Timetable Planning Rules section, with the rule split if the opening hours are different sections of the route. They are also shown in signalbox order if there are five or more boxes on the route. The second section lists all the locations that are open continuously and are listed in alphabetical order within each Route. In some circumstances the route could be open for longer than the signalbox hours show, as the boxes can be switched out and boxes either end are open continuously, an example of this Carnforth to Barrow in Furness. If a location is open continuously (either 24/7 or over a number of days the word 'continuous' is shown until a relevant closing time is displayed. The 'Comments' box at the end shows relevant comments for each location (where appropriate) including whether it can be switched out or if the opening is funded, in part, by any Operators. When using this Compendium the user must ensure they also refer to the relevant Section 2.2 (Route Opening Hours) of the Route Timetable Planning Rules For clarity:- The Route Opening Hours are the Contractual hours for which any specified line of route between two points is available for the operation of trains.
    [Show full text]
  • Barnetby Station
    INTERCITY RAILWAY SOCIETY Monthly Magazine http: // icrs.org.uk start of the new order…Arriva Cross Country ‘Voyager’ 221141 in interim livery (decals applied to ex-Virgin base livery), Carlisle, 29 November 2007 VOLUME 35 No.12 December 2007 INTER CITY RAILWAY SOCIETY President: Dr. Pete Waterman O.B.E. The content of the magazine is the copyright of the Society No part of this magazine may be reproduced without prior permission of the copyright owner Vice President: Peter King 65 Long John Hill, Norwich NR1 2LX (01603 616298) Vice President: Jeff Hall – [email protected] 3 Ingham Grove, Hartlepool TS25 2LH (01429 421175) Chairman: Simon Mutten Coppercoin, Blofield Corner Road, Blofield, Norwich NR13 4RT (01603 715701) Secretary/Treasurer: Gary Mutten – [email protected] 1 Corner Cottage, Silfield Street, Silfield, Wymondham NR18 9NS (01953 600445) Editorial Managers: Trevor Roots – [email protected] Mill of Botary, Cairnie, Huntly, Aberdeenshire AB54 4UD (01466 760724) Peter Britcliffe – [email protected] 9 Voltigeur Drive, Hartlepool TS27 3BS (01429 234180) Editorial Assistants: Sightings: James Holloway – [email protected] 246 Longmore Road, Shirley, Solihull, West Midlands. B90 3ES. Lincoln / Local Areas: John Barton – [email protected] 46, Arbor Way, Chelmsley Wood, Birmingham, B37 7LD Wagons: Martin Hall – [email protected] 5 Sunninghill Close, West Hallam, Ilkeston, Derbys. DE7 6LS. (0115 930 2775) European: Robert Brown – [email protected] 32 Spitalfields, Blyth, Worksop, Notts S81 8EA (01909 591504) Membership Sec/ Maurice Brown – [email protected] or [email protected] Publication Manager: 192 Alvechurch Road, West Heath, Birmingham B31 3PW (0121 624 8641) Pub.
    [Show full text]
  • 38165 Freight RUS AW 3.Indd
    Freight Route Utilisation Strategy Draft for Consultation Foreword The fi rst railways in Great Britain were This strategy is a vital document in the future developed primarily to carry freight traffi c. Since of rail freight in Britain, and Network Rail is that time freight has always formed a key part of absolutely committed to supporting our freight the overall “business case” for the railway. operating customers as they seek to grow and develop their businesses. The strategy Today, rail freight is a real, and growing, is now open for consultation and we look success story. Over the last ten years, the rail forward to receiving responses from a wide freight industry has grown rapidly, and more range of interested parties and stakeholders. growth is forecast for the next ten years. We anticipate the fi nal RUS will be ready for This Route Utilisation Strategy looks at the publication in spring 2007. entire network, and considers how the rail John Armitt network should develop to cater for the Chief Executive growing demand for rail freight. As it is a draft for consultation, it considers options rather than drawing fi nal conclusions, and has been developed with the full involvement of the freight operating companies and other key industry players. The strategy looks at fi ve main areas – the level and pattern of future demand, the preferred routes of the freight operators, gauging policy, key capacity constraints, and capability constraints. In relation to demand, the greatest levels of growth over the next ten years are expected in intermodal, construction and coal traffi c.
    [Show full text]
  • Annual Return 2009
    Annual Return 2009 Improving local communities Network Rail helps bring Britain together. We own, operate and maintain the rail network, delivering improved standards of safety, reliability and efficiency. Our investment programme to enhance and modernise the network is the most ambitious it has ever been. We are delivering a 21st century railway for our customers and society at large. Every day. Everywhere. As one of the largest landowners in Britain, From the moment a call, letter or email we are subject to significant numbers of is received by our helpline, we begin incidents of anti-social behaviour including work to resolve lineside issues quickly graffiti, fly tipping and littering. and efficiently. Wherever possible, we undertake minor work straight away which With over five million lineside neighbours, will directly improve local communities, our 24/7 helpline receives around 155,000 such as removing graffiti, repairing and calls each year covering everything from painting fences, or clearing rubbish, scrub dealing with trees and plant overgrowth to and undergrowth. engineering work, trespass and vandalism. Network Rail is a corporate member of We have community response teams on the Institute of Customer Service and is call including tree specialists equipped committed to being a good neighbour with chainsaws, chippers, and specialist to all our lineside communities. vehicles; pest controllers to address issues involving rats, rabbits and wasp nests; and skilled handy men for drainage work, repairing fences, landscape work, brickwork
    [Show full text]
  • County Rail Strategy Will Also Help Inform Such Scheme Promoters Where They Are Likely to Receive Political Support from Lincolnshire County Council
    Supporting Lincolnshire Railways Page 1 Foreword Railways play an integral part of the transport network in Lincolnshire. For passengers travelling by train, the railway is an efficient mode of transport to travel to work, for business and for days out. Without railways in Lincolnshire, up to an additional 4 million car journeys and over 2 million lorry journeys may be seen on our roads. In this respect, railways also play an integral role in reducing congestion and carbon emissions. For many motorists, however, railways (in particular level crossings) may be perceived as a nuisance and, in key places such as Lincoln High Street and Tallington actually contributing to congestion. Its for such reasons that the County Council needs a rail strategy to help structure dialogue with Network Rail to resolve these concerns. We do indeed hope that through our discussions with the rail industry, and in particular with Network Rail, that these key level crossing issues will be resolved in the next few years as part of work to improve the ‘Joint Line’ between Doncaster and Peterborough. At the same time, there are calls for improved passenger facilities and new stations across Lincolnshire, faster journey times and new freight facilities, such as the terminal in South Holland which has recently been the subject of public consultation. This County Rail Strategy will also help inform such scheme promoters where they are likely to receive political support from Lincolnshire County Council. I am therefore very pleased to present to you this first edition of the County Rail Strategy, to review how our railways work now and how we would like them to work in the future.
    [Show full text]
  • Forward 149 Were Accepted As an Accurate Record
    Journal of the Great Central Railway Society No. 152 June 2007 Front cover caption LNER class B3/2 4-6-0 no. 6166 Earl Haig (corrected) in resplendent LNER green livery passes a solitary ganger with an express. A Robinson 4-cylinder design, it was built as GCR class 9P (the 'Faringdons') in 1920. The class totalled six locomotives, the best known being the war memorial Valour. Four of the class were rebuilt with Caprotti valve gear by the LNER forming sub-class B3/2. No. 6166 was rebuilt in 1929. The Journal of the Great Central Railway Society No. 152 ~ June 2007 Contents Editorial ……………………………………………………………………………………………………… 2 Minutes of the 2007 AGM …..……..…………………………………..…..……………….…… 3 New members ………………………………………………………………………………………….…. 5 Reader's request ……………………………………………………………………………………….. 5 Trains through Gainsborough by George Hinchcliffe ………………………………….... 6 Along Cheshire lines - part 3 : Northwich to Chester by Ken Grainger ….….. 15 Book Reviews ……………………………………………………………………………………….….…. 19 Model Notes by John Quick ………………………………………………………………….…..….. 20 A letter to The Guardian by Paul White ……………………………………………….…….… 21 Network Rails' RUS for Freight by Mark Hambly …………………………………...….… 21 The Great Central as I knew it by Cecil J. Allen ………………………….…..……..….. 22 The Bolsover tragedy of Christmas Eve 1910 by Bill Taylor ………………………. 29 The present day GCR : The signal boxes by Dennis Wilcock …………………….... 32 Presentation events in north Lincolnshire reported by Bob Gellatly…………..… 33 A response to the GCR study centre proposal by Mark Hambly…………………...
    [Show full text]