When the WCML upgrade took place on the 2000’s, were there ever plans to four track Shugborough tunnel and grade separate Colwich junction? These seem like obvious anomalies and capacity constraints. Was this ever seriously considered?
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I don't think there's capacity through to Shugborough Tunnel to accommodate four tracksWhen the WCML upgrade took place on the 2000’s, were there ever plans to four track Shugborough tunnel and grade separate Colwich junction? These seem like obvious anomalies and capacity constraints. Was this ever seriously considered?
The two-track section at Shugborough actually provides the vital opportunity to switch from a 'paired by direction' track layout in the Trent Valley to a 'paired by use' arrangement from Milford & Brockton/Whitehouse Junction without complicated flyovers and crossovers. (Compare with Slade Lane, south of Manchester, which has been a major headache ever since it was altered around 1960.)
The SRA once said that, as part of WCRM planning for the Stafford area, consideration had been given to extending the paired by direction layout on the TV route to that between Stafford and Crewe (ie putting the fast lines in the middle, which is also the mode in use north of Crewe).
However, they said the consequences at Crewe would have been unacceptable, as at that time there was no plan to resignal/remodel Crewe (again).
I also think that Shugborough tunnel is more of a covered way than a tunnel, provided to placate a local land owner who didn't want his view to be spoilt by trains, so it might not be that difficult to open and four track (if the current lordship concurs, presumably) - the shallow Stockport tunnels were similarly opened up as part of the previously mentioned route improvement
I hadn't heard of the Stafford-Crewe route being reconfigured in the early 60s.
I think it's still pretty much as the LNWR left it after quadrupling, except for Norton Bridge (which was re-modelled at electrification I think).
According to the OS map there is at least 35 metres of cover over the deepest part.I also think that Shugborough tunnel is more of a covered way than a tunnel, provided to placate a local land owner who didn't want his view to be spoilt by trains, so it might not be that difficult to open and four track (if the current lordship concurs, presumably) - the shallow Stockport tunnels were similarly opened up as part of the previously mentioned route improvement
According to the OS map there is at least 35 metres of cover over the deepest part.
The tunnel was certainly unusually ornamental to placate the lordships, but it looks as if it would have been required for engineering reasons even if the estate hadn't been there.
Quadrupling it would require a second bore, which would have to be separated from the first to avoid destabilising it. So the approach tracks would also have to splay out. This would need a significant amount of land from the estate, and would be obtrusive unless covered over. There might also be problems at the other end where the line runs through a marshy-looking area alongside the Trent, which may be environmentally sensitive.
Belongs to NT I think - was leased to Council but looks like that is ended. Off topic obv...Well, the landowner was/is the Earl of Lichfield, close relative of the Queen.
I think the present Earl (son of Patrick Lichfield the photographer) still lives there, though the house, if not the estate, now belongs to the National Trust.
I hadn't heard of the Stafford-Crewe route being reconfigured in the early 60s.
I think it's still pretty much as the LNWR left it after quadrupling, except for Norton Bridge (which was re-modelled at electrification I think).
This one: https://www.railwaysarchive.co.uk/docsummary.php?docID=1910On the subject of opening out tunnels when quadrupling, there was one on the ex-Midland route south of Birmingham - I think, in the process, there was a tunnel collapse (report, I think, on Railways Archive).
The tunnel was too tight to gauge to permit the use of modern wide carriage stock, and as the height of the ground above rail level was only about 70 feet it was decided to open out the tunnel and accommodate both the new and existing lines in an open cutting.
Weren’t most of the Midland widenings pre-grouping? The approaches to Manchester and Sheffield certainly were.One of the interesting (at least to me!) aspects of the quadrupling of lines by the LMS is how it seemed to be mainly on ex Midland railway routes, rather than the LNWR ones - for instance the Armitage bottleneck, and for that matter the whole Rugby-Birmingham route weren't done. In quite a few cases, the widened ex Midland lines have been reduced back to double in B.R. days, while the Armitage bottleneck was only removed very recently, and the Rigby-Birmingham route remains congested. In fairness, perhaps the driver was coal traffic, which was heavier on the ex Midland main lines.
From a purely local perspective the 1.5 miles south of Ambergate and 3.75 miles Chinley North-New Mills South quadrupling were both on 'Midland' lines around 1930. It wasn't feasible to quadruple (parts of) the line via Matlock in between but there were better loops and banking locomotive arrangements at Rowsley, Peak Forest, Gowhole and so forth and use of the massive Garratts on the Hope Valley. It was a busy era for coal traffic especially.Weren’t most of the Midland widenings pre-grouping? The approaches to Manchester and Sheffield certainly were.
Weren’t most of the Midland widenings pre-grouping? The approaches to Manchester and Sheffield certainly were.
Gosh - I had no idea Chinley - New Mills was that late. I’d assumed it was all done at the same time as the Disley Tunnel - Cheadle Heath cut-off.From a purely local perspective the 1.5 miles south of Ambergate and 3.75 miles Chinley North-New Mills South quadrupling were both on 'Midland' lines around 1930. It wasn't feasible to quadruple (parts of) the line via Matlock in between but there were better loops and banking locomotive arrangements at Rowsley, Peak Forest, Gowhole and so forth and use of the massive Garratts on the Hope Valley. It was a busy era for coal traffic especially.