Halton Curve upgrade is on

[childwallblues]

What is the capacity of the line between Weaver Junction and Winsford? I know that there are five passenger trains per hour each way (three Liverpool and two Warrington) but how much freight? Very little seems to pass through WBQ during the day now, the Liverpool line having freights to Ditton FLT, Halewood JAG and Garston.

 

[northwichcat]

8A Rail - where are the DMUs going to go then? While Allerton was intended to be the home of 319s it was also intended to take the DMUs which which Newton Heath couldn`t take. If Allerton's going to be EMU only then Northern will need yet another depot! The next Northern franchise will actually need more DMUs despite the electrification plans.
--- old post above --- --- new post below ---

Have they no idea where all the freights originate to and from - something to do with the South of England (mainly mid / south east).

Just checked and there are a few 60mph paths booked each day for Liverpool Bulk Tml Gbrf to Ironbridge Power Station G via Winsford. I'm not sure why sending those via an alternative route would be an issue.

Presumably John Oates is well aware freight services between Yorkshire and Liverpool get routed via Denton and the Mid-Cheshire line so that they don't limit paths for passenger services in and out of Manchester Victoria, so routing Liverpool-Ironbridge freight services via the Halton Curve to avoid putting slow freight on the double track section of the WCML doesn't seem any less sensible.

 

[8A Rail]

8A Rail - where are the DMUs going to go then? While Allerton was intended to be the home of 319s it was also intended to take the DMUs which which Newton Heath couldn`t take. If Allerton's going to be EMU only then Northern will need yet another depot! The next Northern franchise will actually need more DMUs despite the electrification plans.

Well that was or still is the plan, Allerton is concentrating on the EMU fleet hence why it is having more improvements. The plan was only have a handful (if not less) of DMU's just to cover the CLC line. If something has changed then I am not aware of it. The next "Northern Franchise" will I suspect will need to look for an alternative location for DMU's as it cannot be cost effective to have a depot full of DMU's in a electrified area and depot - too much ECS running for starters.

Just checked and there are a few 60mph paths booked each day for Liverpool Bulk Tml Gbrf to Ironbridge Power Station G via Winsford. I'm not sure why sending those via an alternative route would be an issue.

Presumably John Oates is well aware freight services between Yorkshire and Liverpool get routed via Denton and the Mid-Cheshire line so that they don't limit paths for passenger services in and out of Manchester Victoria, so routing Liverpool-Ironbridge freight services via the Halton Curve to avoid putting slow freight on the double track section of the WCML doesn't seem any less sensible.

You have forgotten one thing or may be you are not aware of it but Ironbridge PS is scheduled to close by the end of the year as only running on one generator (other one knackered). It only converted to Biomass to extend its life otherwise would of closed 2/3 years ago. So the "Halton Curve" don't come into as not relevant until 2/3 years time.

If you are interested the "Ironbridge PS" Biomass flow will be replaced by the "Drax PS" Biomass flow ex LBT. Paths already in the system.

Other freights from South Liverpool are Freightliner to Crewe BH, East Anglia, Southampton, DBS Auto to/from Southampton, DBS ex Dollands Moor, GBRf Auto to/from Dagenham. Those trains using Folly Lane, Runcorn come from Warrington/Manchester area which do use the Mid-Cheshire Line by co-incidence. So as you may appreciate "Halton Curve" is really not an option.

In the light of the above, I would not assume John Oates / MCRUA is fully aware of the freight flows in the area.

 

[northwichcat]

Well that was or still is the plan, Allerton is concentrating on the EMU fleet hence why it is having more improvements. The plan was only have a handful (if not less) of DMU's just to cover the CLC line. If something has changed then I am not aware of it. The next "Northern Franchise" will I suspect will need to look for an alternative location for DMU's as it cannot be cost effective to have a depot full of DMU's in a electrified area and depot - too much ECS running for starters.

Which 'plan' are you referring to. Is it one that assumed all CP5 electrification will happen on schedule with a similar level of electrification in CP6 meaning most 319s are expected to transfer to Northern by 2024?

I'd find it surprising if there was any concrete plan for depot allocation, considering who will operate the franchise from early next year is not yet know and there's an order of new trains where the specifics are not known. Also note depot allocation means where the trains are maintained not where they spend most of their time. A number of Heaton 142s don't go anywhere near Heaton except for servicing.

From December 2017 Northern will need DMUs for 2tph between Liverpool and Manchester Oxford Rd, 1tph between Liverpool and Manchester Airport via Warrington, 1tph between Chester and Manchester via Altrincham, 1tph between Chester and Leeds via Bradford and 1tph between Northwich and Manchester only (with Chester extensions at peak times.) On top of that they'll be extra services to/from Ellesmere Port. Even if Allerton only maintains EMUs in the future I imagine a considerable number of DMUs will be stabled there overnight.

You have forgotten one thing or may be you are not aware of it but Ironbridge PS is scheduled to close by the end of the year as only running on one generator (other one knackered). It only converted to Biomass to extend its life otherwise would of closed 2/3 years ago. So the "Halton Curve" don't come into as not relevant until 2/3 years time.

So are we considering current freight services or future freight services? Future sounds better but I don't know what other services freight operators might wish to run in the future.

 

[The Planner]

Freight growth is apparently expected to be fairly substantial up to 2043, I wouldn't be surprised if Crewe to Weaver needed to be 4 tracked in CP7. The time penalties for going via Halton would be fairly substantial I would have thought depending on destination. If they were going anywhere near the West Mids or further South then it doesn't give them easy access to the routes they need.

 

[Holly]

Freight growth is apparently expected to be fairly substantial up to 2043, I wouldn't be surprised if Crewe to Weaver needed to be 4 tracked in CP7. The time penalties for going via Halton would be fairly substantial I would have thought depending on destination. If they were going anywhere near the West Mids or further South then it doesn't give them easy access to the routes they need.

It would help enormously just to move the three stations (Winsford, Hartford, Acton Bridge) onto existing nearby four line sections.

 

[northwichcat]

Freight growth is apparently expected to be fairly substantial up to 2043, I wouldn't be surprised if Crewe to Weaver needed to be 4 tracked in CP7. The time penalties for going via Halton would be fairly substantial I would have thought depending on destination. If they were going anywhere near the West Mids or further South then it doesn't give them easy access to the routes they need.

Quadrupling may not be as easy as it looks on paper. A lot of subsidence has occurred in the Winsford area due to salt mining including some quite close to Winsford station.

Alliance Rail in one of their earlier WCML proposals proposed having a Winsford Park & Ride with longer platforms but when they looked in to how much it would cost they dropped the idea of serving Winsford.

When Rail North was having a future electrification meeting the freight operators were pushing strongly for the Mid-Cheshire line to be wired in CP6 as well as looking at Sandbach-Northwich further in to the future (alongside double tracking and line speed improvements.) It sounds like they're happy with Crewe-Sandbach-Northwich-Warrington as an alternative option to quadrupling the WCML if the necessary improvements are made.

 

[The Planner]

If there is a will to do it and the cash then most things are possible. A lot will still rest on whats decided for Crewe as part of HS2 and the future of Basford Hall. As for Alliance, I still cannot personally take them seriously yet.

 

[Olaf]

Halton Curve business case from Merseytravel. Released May 12th by the looks of things.

http://www.merseytravel.gov.uk/about-us/local-transport-delivery/Documents/Halton%20Curve%20OBC%20-%20Final%20Version%20May%202015%20-%20Redacted%20-%20For%20posting.pdf

So, looking at that, it is a case of take it out the back, and give it the bullet. As suspected, there is no substantial case for the opening, and the indications are that it is another politically motivated fantasy project from Merseytravel.
--- old post above --- --- new post below ---

I'd find it surprising if there was any concrete plan for depot allocation

The topic is covered in one of the Route Studies from a few years back.

 

[bluenoxid]

If there is a will to do it and the cash then most things are possible. A lot will still rest on whats decided for Crewe as part of HS2 and the future of Basford Hall. As for Alliance, I still cannot personally take them seriously yet.

A lot of projects to enhance the rail network will probably rise and fall depending on HS2. Some of the sensible towns and cities are already throwing their restoration projects into the ring to ensure they don't miss out. Middlewich has already pointed out the benefits of a rail link to Crewe.

 

[8A Rail]

Which 'plan' are you referring to. Is it one that assumed all CP5 electrification will happen on schedule with a similar level of electrification in CP6 meaning most 319s are expected to transfer to Northern by 2024?

I'd find it surprising if there was any concrete plan for depot allocation, considering who will operate the franchise from early next year is not yet know and there's an order of new trains where the specifics are not known. Also note depot allocation means where the trains are maintained not where they spend most of their time. A number of Heaton 142s don't go anywhere near Heaton except for servicing.

From December 2017 Northern will need DMUs for 2tph between Liverpool and Manchester Oxford Rd, 1tph between Liverpool and Manchester Airport via Warrington, 1tph between Chester and Manchester via Altrincham, 1tph between Chester and Leeds via Bradford and 1tph between Northwich and Manchester only (with Chester extensions at peak times.) On top of that they'll be extra services to/from Ellesmere Port. Even if Allerton only maintains EMUs in the future I imagine a considerable number of DMUs will be stabled there overnight.

Well I was advised by people at Allerton Depot so who I am to argue with them and they also were looking ahead towards a new franchise. Thinking positive I would say. As already stated previously Allerton would have literally a handful of DMU's stabled overnight to take account of the CLC service until electrification of that line (when ever that may be). Other services would see their DMU's going elsewhere I suspect for practicable reasons and in some cases Halton Curve again is not relevant.

So are we considering current freight services or future freight services? Future sounds better but I don't know what other services freight operators might wish to run in the future.

I was refering to the Biomass service to Ironbridge as you said they could go via Halton Curve. Not possible it there is no service when the Halton Curve may be fully open. As for the future, yes I dont know but unless a "Merseyside - Welsh" freight train operates - say South Wales, EG "Liner" then yes it could go via Halton Curve but "Freightliner" (if it is them) will probably have the train go via Crewe BH for operational reasons. As for other possible freight, I dont see much major change from current operations from Merseyside to be honest. The only thing I see possible, may be an extra service from the future new "Stobarts" Terminal to be built west of Ditton Power Box as and when that happens. Any possible new traffic from Liverpool Docks will go via Olive Mount Junction I suspect.

 

[northwichcat]

Thinking positive I would say. As already stated previously Allerton would have literally a handful of DMU's stabled overnight to take account of the CLC service until electrification of that line (when ever that may be). Other services would see their DMU's going elsewhere I suspect for practicable reasons and in some cases Halton Curve again is not relevant.

I don't think it's a safe bet to expect the CLC line to be electrified soon given it was suggested as a possible CP6 scheme and it looks like in CP6 we'll still be seeing wiring which was expected in CP5.

MCRUA were informed the plan was to eliminate the Newton Heath/Longsight to Chester ECS workings once Manchester Airport/Wigan-Liverpool went electric. However, that changed due to Northern being required to loan the released 156s to TPE. It's certainly not impossible that the idea to use Allerton DMUs will be revisited next year. Lime Street crews still sign Chester-Helsby-Warrington Bank Quay so once the Chester-Leeds services start it could be more cost effective to have Lime Street crews moving all the empties to/from Chester.

I'm not sure if the plan you referred to assumed Northern would be running Liverpool-Warrington-Manchester Airport and Chester-Leeds services in the future, as the original plan assumed TPE would continue to run a semi-fast Manchester-Liverpool via Warrington, plus run the additional Chester service.

I was refering to the Biomass service to Ironbridge as you said they could go via Halton Curve. Not possible it there is no service when the Halton Curve may be fully open. As for the future, yes I dont know but unless a "Merseyside - Welsh" freight train operates - say South Wales, EG "Liner" then yes it could go via Halton Curve but "Freightliner" (if it is them) will probably have the train go via Crewe BH for operational reasons. As for other possible freight, I dont see much major change from current operations from Merseyside to be honest. The only thing I see possible, may be an extra service from the future new "Stobarts" Terminal to be built west of Ditton Power Box as and when that happens. Any possible new traffic from Liverpool Docks will go via Olive Mount Junction I suspect.

The point is we don't know. LM might be able to add additional Acton Bridge calls as a result of the Ironbridge services going. However, what happens if later a freight company wants to introduce new services via Acton Bridge? They can't as the paths have gone and then going via a longer alternative route will be the only option.

 

[The Planner]

The point is we don't know. LM might be able to add additional Acton Bridge calls as a result of the Ironbridge services going. However, what happens if later a freight company wants to introduce new services via Acton Bridge? They can't as the paths have gone and then going via a longer alternative route will be the only option.

The Ironbridge traffic may go but I would bet that the FOCs immediately Y path other trains into those so they don't lose them, the paths won't disappear easily, if at all.

 

[8A Rail]

I don't think it's a safe bet to expect the CLC line to be electrified soon given it was suggested as a possible CP6 scheme and it looks like in CP6 we'll still be seeing wiring which was expected in CP5.

MCRUA were informed the plan was to eliminate the Newton Heath/Longsight to Chester ECS workings once Manchester Airport/Wigan-Liverpool went electric. However, that changed due to Northern being required to loan the released 156s to TPE. It's certainly not impossible that the idea to use Allerton DMUs will be revisited next year. Lime Street crews still sign Chester-Helsby-Warrington Bank Quay so once the Chester-Leeds services start it could be more cost effective to have Lime Street crews moving all the empties to/from Chester.

I'm not sure if the plan you referred to assumed Northern would be running Liverpool-Warrington-Manchester Airport and Chester-Leeds services in the future, as the original plan assumed TPE would continue to run a semi-fast Manchester-Liverpool via Warrington, plus run the additional Chester service.

I never stated the CLC line would be electrified soon, read my comments again and you will note that. Really sorry I do not wish to get into a debate over this and I am not assuming anything either as I am going by information that was given to me in good faith and if you wish to go off in the realms of what if's and so on, be my guest. If others wish to enter the debate, they are welcome but some of these issues have been covered elsewhere on this forum, therefore don't need to be repeated. Sorry but geniunely no offence intended.

The point is we don't know. LM might be able to add additional Acton Bridge calls as a result of the Ironbridge services going. However, what happens if later a freight company wants to introduce new services via Acton Bridge? They can't as the paths have gone and then going via a longer alternative route will be the only option.

As the Planner has stated, the paths are not given up, it is simple as that. However, the paths can be transferred to another operator by agreement and of course with NR's blessing. However, there are freight paths in the system all over the UK which have been around for years but not used. Give you an example, their are paths to/from Liverpool Docks to/from Crewe for Freightliner trains but the last time they were used was over 10yrs ago! Likewise, they wont be given up either by F/L on just in case basis (which in theory could happen in the future). I am aware that DBS gave up paths from Liverpool Docks and literally handed over to GBRf, hence why some of their Biomass Trains are operating. Likewise, I am aware with the GBRf "LBT-Drax" trains, some as far as I aware are actually routed via Acton Bridge and the Mid Cheshire line.

I accept you may be aware of some in's and out's of the future especially in relation to (possible) infrastructure schemes more than I, as I don't have time to read about CP5/CP6 schemes or what ever, generally speaking I just pick up things as I go along. However, when it comes to freight operations, I do have a very active interest and therefore spend time in this particular field, were some people are aware of but apparently not on this particular forum unfortunately. My stance will always be on the basis, let us get as much freight off the roads and onto rails as possible, then we as a nation would all benefit.

Please dont take this the wrong way, but I've said enough on this particular matter and still stick to the fact that points in the MCRUA letter seem not intentionally to be totally thought out or researched. Sorry again.

 

[Holly]

So, looking at that, it is a case of take it out the back, and give it the bullet. As suspected, there is no substantial case for the opening, and the indications are that it is another politically motivated fantasy project from Merseytravel.
The topic is covered in one of the Route Studies from a few years back.

As I understand it though, Halton Curve is being done "soon" because costs can be combined with other work. Relatively inexpensive to do it now, relatively expensive to do it later.

Full economic benefit will have to wait for Runcorn-Chester electrification and Merseyrail dual voltage rolling stock. Runcorn-Chester and Warrington-Chester electrification are a lot less money than Crewe-Chester electrification.

 

[northwichcat]

I never stated the CLC line would be electrified soon, read my comments again and you will note that.

OK you did but you did also imply it would be done meaning DMUs at Allerton is temporary. AFAIK electrification is still only a possibility not a certainty so the next Northern franchise will have to plan for 3 diesel tph on the CLC from December 17 to the end of the next franchise unless they are told otherwise.

As the Planner has stated, the paths are not given up, it is simple as that. However, the paths can be transferred to another operator by agreement and of course with NR's blessing. However, there are freight paths in the system all over the UK which have been around for years but not used. Give you an example, their are paths to/from Liverpool Docks to/from Crewe for Freightliner trains but the last time they were used was over 10yrs ago! Likewise, they wont be given up either by F/L on just in case basis (which in theory could happen in the future). I am aware that DBS gave up paths from Liverpool Docks and literally handed over to GBRf, hence why some of their Biomass Trains are operating. Likewise, I am aware with the GBRf "LBT-Drax" trains, some as far as I aware are actually routed via Acton Bridge and the Mid Cheshire line.

I think you're trying to send me round in circles here.

I originally suggested the Liverpool-Ironbridge freight paths are ones which could be re-routed via the Halton Curve. You objected because Ironbridge Power Station is closing so they wouldn't run. Then when I suggest the elimination of those services could be favourable to LM services you reject the claim because you think the freight operators will want to keep the paths. You can't have it both ways!

While you're obviously not going to change you stance that there's no possibilities for re-routing freight via the Halton Curve, can we not agree that having more lines fully open allows more opportunities for both passenger and freight services and should be supported?

 

[LNW-GW Joint]

Very little seems to pass through WBQ during the day now, the Liverpool line having freights to Ditton FLT, Halewood JAG and Garston.

Do you mean the overall WCML traffic, not just that headed to Liverpool?
Surely that is a very busy stretch with mail/coal/containers?
Coal traffic probably down just now, and declining further, but plenty of intermodal stuff.
Fiddlers Ferry is OK till at least 2023 and can burn a mix of coal and biomass.

One problem with Halton Curve freight is the poor clearance level of the routes through Chester, and very few potential new freight flows.

 

[Railman]

I think most people will accept there is no real case for diverting freight via the Halton chord and "run round" at Chester, but since it has been given the green light for 1 tph each way which i'm sure will be a success. The main thing is to make NR keep to its proposal that it could be done in 2016 for the lower cost. Once it is open for traffic the ability to divert any traffic during times of disruption or further planned engineering work will be an added bonus.

 

[driver_m]

Can't see NR being willing to run freights over the Halton Curve. It would create new conflicts. Once a freight passes Ditton it would have to be kept going to Chester with conflicts potentially at Halton, the curve itself, Frodsham, Mickle Trafford and Chester. All this so a small hamlet can have a better service than it already has (Acton Bridge)
I'd agree that Hartford/Winsford need a better service and there should ideally be a Preston-Crewe stopper of some kind but Acton Bridge has more spotters than passengers.
For me, the biggest priority on that stretch of line should be getting more long distance trains in & out of Liverpool, then the freight.

 

[The Planner]

If a path is bid for by a FOC and it works then we need to be fairly robust in our defense if we say no to it. That applies everywhere though.

 

[8A Rail]

Do you mean the overall WCML traffic, not just that headed to Liverpool?
Surely that is a very busy stretch with mail/coal/containers?
Coal traffic probably down just now, and declining further, but plenty of intermodal stuff.
Fiddlers Ferry is OK till at least 2023 and can burn a mix of coal and biomass.

One problem with Halton Curve freight is the poor clearance level of the routes through Chester, and very few potential new freight flows.

As an example

Here is the RTT link for Winwick Junc for this Tuesday (0600-2200):

http://www.realtimetrains.co.uk/sea...600-2200?stp=WVS&show=non-passenger&order=wtt

And here is a link for Weaver Junction for Thursday (again 0600-2200):

http://www.realtimetrains.co.uk/sea...600-2200?stp=WVS&show=non-passenger&order=wtt

Hopefully they give you an idea of what the existing paths are for NON passenger traffic.

--- old post above --- --- new post below ---

OK you did but you did also imply it would be done meaning DMUs at Allerton is temporary. AFAIK electrification is still only a possibility not a certainty so the next Northern franchise will have to plan for 3 diesel tph on the CLC from December 17 to the end of the next franchise unless they are told otherwise.

I think you're trying to send me round in circles here.

And as we may agree those CLC DMU's will probably stable at Allerton which is the obvious location but on other non electrified routes, Allerton is not the obvious location to stable them as it is outside the area of those particular services, which is the point I am making. It don't make economical sense and likewise take up paths were other trains could make use of them (although the ECS movement would it some cases be overnight, so the paths are not so critical).

I originally suggested the Liverpool-Ironbridge freight paths are ones which could be re-routed via the Halton Curve. You objected because Ironbridge Power Station is closing so they wouldn't run. Then when I suggest the elimination of those services could be favourable to LM services you reject the claim because you think the freight operators will want to keep the paths. You can't have it both ways!

First I did not "object" - just stating it would not happen as the service will finish long before "Halton Curve" may become fully operational. I suspect a choice of incorrect word on your part.

And it is true, the paths would not be given up by the FOC's - remember they are running a business and need to keep all options open in order to accomodate additional trains on existing flows or obtain new freight flows. FOC's wont be thinking I'm not using the path, I will give it up for a TOC instead, likewise vice versa applies too.

While you're obviously not going to change you stance that there's no possibilities for re-routing freight via the Halton Curve, can we not agree that having more lines fully open allows more opportunities for both passenger and freight services and should be supported?

Yes!

 

[northwichcat]

And as we may agree those CLC DMU's will probably stable at Allerton which is the obvious location but on other non electrified routes, Allerton is not the obvious location to stable them as it is outside the area of those particular services, which is the point I am making. It don't make economical sense and likewise take up paths were other trains could make use of them (although the ECS movement would it some cases be overnight, so the paths are not so critical).

There is the question of which crews will sign Chester/Ellesmere Port-Victoria. At the moment some Lime Street crews sign those routes already. Victoria drivers would have to learn Helsby-Ellesmere Port, while Victoria conductors would have to learn Chester/Ellesmere Port to Warrington and using Victoria crews on all services would likely increase ECS mileage and taxi costs.

 

[frodshamfella]

Can't see NR being willing to run freights over the Halton Curve. It would create new conflicts. Once a freight passes Ditton it would have to be kept going to Chester with conflicts potentially at Halton, the curve itself, Frodsham, Mickle Trafford and Chester. All this so a small hamlet can have a better service than it already has (Acton Bridge)
I'd agree that Hartford/Winsford need a better service and there should ideally be a Preston-Crewe stopper of some kind but Acton Bridge has more spotters than passengers.
For me, the biggest priority on that stretch of line should be getting more long distance trains in & out of Liverpool, then the freight.

As a Acton Bridge user, the main problem for passengers is lack of parking in the first place, and secondly parking being taken by spotter ! At one time the car park was bigger, but NR took a lot of it for storage.

 

[Olaf]

As I understand it though, Halton Curve is being done "soon" because costs can be combined with other work. Relatively inexpensive to do it now, relatively expensive to do it later.

Full economic benefit will have to wait for Runcorn-Chester electrification and Merseyrail dual voltage rolling stock. Runcorn-Chester and Warrington-Chester electrification are a lot less money than Crewe-Chester electrification.

Looking at the report, there is no justification for the work, even if any of those electrification projects were to go ahead in the near future.

 

[Altfish]

Whilst we await the opening, the Parliamentary Train is running this weekend..

Saturday July 4th 2015, timings...

Chester 0753
Helsby 0802
Frodsham 0807
Runcorn 0817
Liverpool South Parkway 0829

 

[childwallblues]

Whilst we await the opening, the Parliamentary Train is running this weekend..

Saturday July 4th 2015, timings...

Chester 0753
Helsby 0802
Frodsham 0807
Runcorn 0817
Liverpool South Parkway 0829

I shall be on it as usual starting out from LPY at 0610 via LIV to CTR

 

[Holly]

Looking at the report, there is no justification for the work, even if any of those electrification projects were to go ahead in the near future.

If I recall correctly, it's a resignalling project. Cheaper to resignal now for a Halton Curve serving crossover than later. Most of the cost is the signalling I seem to recall.

 

[childwallblues]

Wavertree Junction to Weaver Junction is due to be re-signalled in 2016.

 

[LNW-GW Joint]

Wavertree Junction to Weaver Junction is due to be re-signalled in 2016.

I wouldn't take anything for granted in Network Rail's current mood.
They will be paring projects to the bone (to fund overruns elsewhere).
Also isn't Lime St-Edge Hill being remodelled?
They might do one and push the other back to CP6.

 

[Railman]

That has always been my major concern, in that Network Rail have been amending the re-signalling schemes and ROC transfer dates since the list was first issued. Now with the latest re-think of planned project work in CP5, is anyone sure that the Weaver -Wavertree resignalling is still on course to be delivered in 12 months time????
If not should Network rail not be forced to re -instate the original layouts and Signalling to allow the route to re-open, as originally proposed in 2016. All the politicians involved seem to have already taken the credit for the re-opening as if its going to happen next week!