Hi.
Random question: Why is the first few miles of track to the east of Crewe towards Alsager singled?
Was it just a cost cutting excercise back in the day?
I know i should know the answer but i dont!
1st time I have looked at this thread - apologies for any duplication.
The section was singled in 1985 during the 7 week blockade in June and July for the Crewe Remodelling.
No doubt just "rationalisation" of a line that was not then electrified and had few services.
The line was electrified in, I think, 2003 so it could be used as a diversionary route between Crewe and Stafford during the ill-fated WCRM. I seem to recall there was some talk of redoubling it at that time, but it didn't happen.
There is now a more intensive service on the route since it has the hourly Euston to Crewe service. It is also used more often as a diversionary route now that it is electrified.
Interestingly a new road is being built crossing the route just outside Crewe. A new rail over road bridge has been built. This is obviously designed for 2 tracks and not just one.
Does this imply that the line is to be redoubled or is it just "passive provision"?
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Skegness, for a time at least.
So bracing. But your point exactly?
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Wasn't this another of the 1980s schemes that was reduced beyond the point of common sense in order to bring down costs to a level where authorisation would be given (like Leicester MAS, etc)?
I certainly understood that the original plans were for a significantly faster Manchester junction amongst other things. (It could never be fast, of course, but I heard that 40/45 could have been got rather than the present 20 which is actually significantly more restrictive than the former layout.)
Incidentally, does anyone know if anything has been done to improve the run in from the down fast to platform 6, for which the 1980s scheme provided some nicely restrictive approach control?
Also, wasn't it intended that the speed on the up and down fast lines through the station should be 100, but then someone discovered that the pillars supporting the roofs were too close to the tracks to allow that?
I believe the 1985 proposal was downgraded somewhat. It always grates with me that the Down Slow to Down Fast turnout at the North Junction is 20mph - very restrictive and very energy-consuming for the pendolini. Similarly the 20mph 5 to Up Fast turnout seems unduly restrictive and could easily be changed.
As I understand it, although the Up and Down Through lines have a limit of 80mph, the pendolini can use an EPS of 100mph.
More information about the approach control on the 50mph turnout from the Down Fast to P6 would be interesting.