Steve Harris
Member
I went once before the resignalling (and loads of times after) and can't remember it. However, I was young back then and a lot of time has passed so perhaps it was there on my first visit but just can't remember it.
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Electrified Rail Lines which have either closed or are now diesel operated
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Andyjs247
Member
Between Aston and Duddeston used to be quadruple track and all electrified. Slow lines were taken out of use and dewired probably about the late 90s. There was also an electrified branch which went to Windsor Street but that closed earlier still.
In broadly the same area - wasn't there a wired 'siding' close to Proof House Junction (but on a lower level for the RM depot). Possibly de-electrified around 1990.
I have a Crewe related book somewhere at home; that shows a picture of that line (I think it closed circa 1984) so the pic possibly featuring a Class 25 trundling along a wired line - but going underneath the WCML, must have been prior to that year. I think the name 'North Staffordshire curve' [or line] is mentioned - does that sound right?
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It makes sense; back in the day the Crewe-Kidsgrove lines were officially "up/down North Stafford"; interestingly they're now "up/down Potteries" until they become "up/down Branch" closer to Kidsgrove. So the goods curve connecting to the North Stafford could well have been the North Stafford(shire) curve.
Generically I see reference to the "North Staffordshire line" as being the entire Crewe-Derby line today.
EDIT The 1969 Sectional Appendix refers to the line as the
so it kind of doesn't have a name other than one for its two end points. And N.S. is separately referred to as "North Stafford" without the "shire".
Certainly the name I gave the line above was my invention based on my old diagram.
Sectional Appendix extract attached, it looks like it was a two-track line in 1969.
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edwin_m
Veteran Member
Bridgeton Central branch in Glasgow was used as an EMU depot after closure to passengers when replaced by the nearby station on the Argyle line, and later closed completely.
The next challenge is to find pictures of electric locomotives (I assume EMU movements on this line were rare to probably none at all) on this particular line. I'm having trouble finding any images of electric movements on the Rugby - Rugby DED - Clifton Mill and return line (through the golf course) - there's almost nothing at all, and that must have seen some electric usage, at least in the mid/late 60s ! I have a feeling this line has already had a mention in this thread.
Re. the line at Crewe, I look for clues on Google Map images (overhead views) and on You-tube cab ride videos - a wide OHLE mast or two is normally indication something bigger was to be found underneath originally, or perhaps an abandoned stanchion in the bushes or trees. This line more than any other [in respect to the LMR electrification scheme] seems to have disappeared off the face of the earth!
D6130
Established Member
Prime examples being the Ferrovia Centrale Umbra line from Sansepolcro to Perugia and Terni, which was electrified on the 11 Kv AC system (I think....but open to correction) in the 1920s; de-electrified and dieselised in the 1980s after the catenary had become worn out and is currently being re-electrified on the standard FS 3 Kv DC system; the Ferrovia Bribano-Agordo in the Veneto Dolomites, which was electrified from opening in about 1924 and closed completely in 1955, with its locos being transferred to the LFI network based in Arezzo.
edwin_m
Veteran Member
If we're onto Continental routes, the French side of the trans-Pyranees route via Canfranc was electrified and is now closed completely.
Peterthegreat
Established Member
It's not completely closed. The line is open from Pau to Bedous. Although not electrified.
Gloster
Established Member
I think it was cut back in stages to Bedous in 1970 after a freight ran back and demolished the bridge over the gave d’Aspe, and further cut back to Oloron in 1980. It was reopened to Bedous in 2016 and there are serious plans to reopen to Canfranc in the next couple of years. According to my solicitor last week the line has been either narrowed or dualled north from Zaragoza so that Chrysler (he said Ford) can work direct trains through to the rest of Europe.
Even further afield - East Pakenham to Traralgon in Victoria, Australia.
Electrified in 1956 for heavy coal traffic. De-electrified in the 1980s following the cessation of that traffic.
Now a modernised and resignalled, busy interurban railway, primarily passenger. Mast foundations and sub-station buildings still to be seen.
Electrified in 1956 for heavy coal traffic. De-electrified in the 1980s following the cessation of that traffic.
Now a modernised and resignalled, busy interurban railway, primarily passenger. Mast foundations and sub-station buildings still to be seen.
D6130
Established Member
IIRC, the same applies to the branch from Bayonne to St Jean Pied-a-Port/Donibane Garadzne....and possibly some other ex-Midi branches in the Pyrenees.
ac6000cw
Established Member
I travelled on the original FOB route over Furka Pass in 1980 (when the base tunnel was under construction - it opened in 1982). Due to the weather and level of snowfall at higher altitudes (the original rail summit is over 2000m), the rail route over the pass closed each winter and the OHLE was dismantled to prevent damage - so for around 40 years it was de-electrified for part of each year!
The reason for building the base tunnel was to keep the though route open year-round, as well as providing a shorter and faster line that could also accommodate a ro-ro 'rolling highway' service for road vehicles between Oberwald and Realp.
I've an example in Germany - in 1984 DR electrified the line from Neudietendorf to Arnstadt in Thuringia as the latter station had more capacity for loco changes for the line on to Meiningen than back up the route at Erfurt. After reunification the former cross-border route from Erfurt to Bebra (via Neudietendorf) became far more important and the line to Arnstadt consequently lost its express trains. In 1998 the Neudietendorf to Arnstadt was de-electrified and I recall travelling on it a little while afterwards and seeing the sad sight of chopped-down concrete masts. However I've more recently read a report that DR did the electrification on the cheap using low grade concrete for the masts and they may well have required replacing anyway.
Gloster
Established Member
In Denmark, which is not a heavily electrified country, the section into Korsør station was only electrified for around four years until the opening of the Great Bælt Link. The 1500 V DC OHL Copenhagen S-Tog line‘s curves down from Vanløse to the Ringbane have been closed, while the Vanløse-Fredericksberg line was converted to side contact and became part of the Metro.
In Norway they have lost the Voss-Granvin line and the Rjukanbane north of Notodden. There have also been a large number of cut offs and new tunnels, some quite lengthy, replacing sections of electrified line.
In Norway they have lost the Voss-Granvin line and the Rjukanbane north of Notodden. There have also been a large number of cut offs and new tunnels, some quite lengthy, replacing sections of electrified line.
Proof House was extensively remodelled some years ago. The layout was all wrong for the Cross City line to operate and not interfere with New St - Stetchford trains.
Crewe got its remoddeling. But they only seemed to do half a job. Many mechanical signalboxes remained. But I got a go on the independent lines travelling from Lancaster to Euston.
IIRC the seasonal dismantling involved not only the OHLE, but also a viaduct over a regular avalanche channel. Giant sized Meccano!
