On Wednesday (25 March) and into Thursday, core routes were blocked by fallen trees and damage to overhead wires. In some cases, the support masts were destroyed. High winds caused significant disruption across the North West rail network, with fallen trees damaging overhead line equipment on routes between Manchester and Preston. Other incidents further south knocked out services to Wolverhampton.

Fraught freight flows

The incident near Lostock, outside Bolton, blocked a key artery used by both passenger and freight services. That forced cancellations and halted traffic while repairs were carried out. Lostock is midway between Manchester and Preston, and the line feeds into the West Coast Main Line. Further south, damage on the West Coast Main Line itself compounded the problem. That was a real headache for all traffic, and restricted capacity on the UK’s most important freight corridor.

Images of stranded passenger trains have illustrated the immediate impact of the storm. However, the consequences extended well beyond the passenger timetable. Freight services operating through the region — including flows linking Trafford Park, the Port of Liverpool, and inland terminals — were also affected by the loss of available paths. In a network with limited diversionary capability, even short sections of blocked line can have disproportionate consequences.

Capacity constraints ripple across the system

On Wednesday, most of the UK woke up to a sunny – albeit cold and moderately windy day. It was a different story for those on the West Coast. “The disruption has been caused by severe winds overnight,” said Darren Miller, infrastructure director for Network Rail’s North West route, delivering a statement on the day. “Trees [have knocked] down overhead power lines, severing connections, knocking down masts entirely, which causes major disruption.”

Britain’s passenger-intensive network has meant freight trains are held at terminals or looped en route, paths were lost or rescheduled at short notice. Congestion built up on alternative routes, where available. Fortunately, a diversion does exist at Lostock and on routes westward out of Manchester, which connect with the West Coast Main Line. Ironically, another blockage, further south on the WCML near Wolverhampton, left some capacity available for diverted workings.

The infrastructure agency Network Rail and the official passenger information service, National Rail Enquiries, warned of disruption until at least the end of Wednesday. That was still the case by early Thursday morning.

The first of DB Cargo UK’s regeared Class 66 locomotives has hit the rails. It’s already churning heads and squealing away from a standing start with heavier than ever loads. The former 66221 has now been rechristened as 66651. The devilishly powerful locomotive has already been deployed on its intended long-term mission from the Peak Forest district in Derbyshire. The rebooted ’66 easily pulled away with a hefty cargo of premium grade limestone from Tarmac’s Tunstead Quarry near Buxton, all the way to the Tata Chemicals Europe Lostock works near Northwich, Cheshire.

First example lived up to expectation

It’s not just a fresh coat of paint and a catchy new number (not that DB Cargo isn’t partial to a splash of paint and new vinyls). This makeover is definitely under the engine covers. The regeared locomotive is the vanguard of a transformative plan by DB Cargo UK. Eventually, the enhanced ’66 fleet will allow the retrial of the ageing, less dependable Class 60s.

These modifications are being undertaken by DB Cargo’s in-house, and well-respected, maintenance and engineering team at Toton TMD in Nottinghamshire. The object of the exercise is to enhance the locomotives’ hauling capabilities, enabling them to pull heavier loads. The first example, now back in revenue-earning service, has lived up to expectation. Early measurements show a 14 per cent increase in tractive effort. No exactly a drag-racer away from the blocks, but able to drag a considerable load away from the blocks without any problems.

It’s a regear, not a respray…

“We are delighted to see 66651 operating in anger for the first time”, said Jon Harman, the Head of Asset Management and Maintenance at DB Cargo UK. He commended the stellar work of colleagues at Toton Traction Maintenance Depot, for meticulously planning and executing the modifications. A second locomotive is already in the pipeline for its own transformation.

The overhaul doesn’t stop at mechanical enhancements. Each Class 66 locomotive undergoes a comprehensive refurbishment when its bogie overhauls are due. This includes installation of new go-brighter LED headlights, and the provision of new wheel sets – presumably go-rounder. The latter task is carried out at DB’s wagon maintenance facility at Stoke. In the end, they couldn’t resist: a fresh coat of paint will top out the refurbishment programme.