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 Post subject: WCML - Nuneaton to Rugby
PostPosted: Wed Jul 21, 2010 7:27 am 
Dear All - after NR's upgrading of the line through the Trent Valley there still remains a stretch, between Nuneaton and Rugby, that is three-track rather than four.

It's now quite difficult, with the overhad gantries in place, to tell if this used to be a four-track section, or has always been three-track.

I'm guessing that it was four-track prior to electrification. I presume that the LNWR didn't go in for reversibly worked lines. Did it have any three-track arrangements anywhere - 2 Up and 1 Down or vice versa?

Can anyone provide further details of the Nuneaton to Rugby section in particular and also the general point about assymetric track layouts.

Thank you and all the best.

David


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PostPosted: Thu Jul 22, 2010 10:22 am 
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Location: South Island, New Zealand
David,

I refer you to "An Historical Survey of Selected LMS Stations Layouts and Illustrations" by Dr. R Preston Hendry & R. Powell Hendry.

For the plan of Brinklow the relevant passage is as follows.

"For twenty years the treble track was adequate and in the LNWR Act of 1899 authority was given to widen 13 miles of the Trent Valley line between Rugby and Nuneaton, other than for the sections between Rugby and Brinklow and Attleborough Sidings and Nuneaton this work was never carried out, the quadrupling elsewhere and the newer and more powerful engines introduced reducing the need for continuous quadruple track."

The layout from the Brinklow plan, in the Nuneaton direction was main down, main up then third line.

Hope this is of assistance.

Regards
Murry
NZ


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PostPosted: Fri Jul 23, 2010 2:35 pm 
Thanks for that Murry. So presumably the Third Line was reversible as it would otherwise have been annotated either Up or Down?

Did this arrangement exist elsewhere on the LNWR?

Thanks again.

David


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PostPosted: Fri Jul 23, 2010 4:51 pm 
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Location: Woking, Surrey
The Up Third line from Attleborough to Brinklow was an Up line wand was most certainly not reversible. Beyond Brinklow it was designated the Up Slow.

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PostPosted: Thu Nov 10, 2011 1:47 am 
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The Up Third line was brought into use 14.8.1871 Bulkington to Rugby and 27.1.1873 Nuneaton to Bulkington. I agree this was unidirectional, as was every running line at that time and until much later. Reversible lines were most unusual, outside of station yards and sidings, until the 1970s. Think about the signalling requirements to prevent head-ons!

The LNWR (Additional Powers) Act 1899 (62 & 63 Vic c213) authorised the construction of a Down Slow line from Rugby to Nuneaton. A plan submitted to the Board of Trade in 1904 shows what the layouts would have been. It was intended to commission the section from Rugby No.7 to Brinklow as a temporary aarrangement. It was brought into use 1.7.1906 for merchandise traffic (Works Comm 37842 and Loco Comm 22276). Cathiron level crossing and signalbox were abolished around the same time, and substituted by overbridge 9B. The line was submitted to the BoT for approval for passenger traffic on 7.2.07, and inspected by Col Yorke on 25.5.07 (MT6/1923/6)

Further land for the scheme was purchased at various times 1902-08, per Works Comm minutes.

The section from Attlebrough to Nuneaton was opened 13.9.1910 in connection with alterations at Nuneaton (Loco Comm & Clinker's chronology). It was submitted to the Board of Trade 7 days before and inspected by Col Yorke on the 29th of the same month. (MT6/1923/6) This section of line was redesignated as Down Goods some time between 1949 and 1956, but reinstated as Down Slow w.e.f. 7.6.1969.

The section between Brnklow and Attleborough never got built. If there was still an intention of building it in 1914, it would have been abandoned soon afterwards. The LMS completed the LNWR scheme between Coppenhall and Winsford (for example) but didn't find any reason to revive this scheme.

The section between Rugby and south of Brinklow was removed some time after 1965 (I have probably got the date somewhere), leaving a Down Loop at Brinklow, controlled from Rugby PSB. This was reinstated to 4 tracks as part of the WCML upgrade.

As an aside, some sections of the main line south of Bletchley got an Up Third line long before quadrupling. The reason was the heavy coal (and other) traffic to London, compared with empty wagons in the down direction. Slower, shorter trains, and more of them!


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PostPosted: Thu Nov 10, 2011 9:37 am 
Many thanks for this further update Reg and especially for the various committee meeting minute numbers.

All the best.

David


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PostPosted: Fri Nov 11, 2011 5:39 pm 
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Joined: Tue Jul 13, 2010 8:39 pm
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This remaining 3 track section is the main reason that the hourly Euston-Northampton-Trent Valley Stations-Stoke-Crewe London Midland Down Direction service basically finishes with the 15.46 from Euston - no down line paths through this section.
(also a 'Moderation of Competition issue, but that's another story!).


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