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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. -
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. -
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 -
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. -
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. -
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. -
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.................................................................................................................................. -
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. -
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. -
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 -
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. -
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…………………...