AlistairCowell
Member
- Joined
- 10 Jan 2018
- Messages
- 282
Balloch Central to Balloch Pier closed in September 1986. Surplus overhead gantries were then re-used on the new Drumgelloch branch which opened three years later.
The surface alignment to Island Gardens on the DLR.
Despite having been closely involved with the Drumgelloch re-opening (including ‘walk through’ inspection) I had never heard that before. Do you have a source, please?Balloch Central to Balloch Pier closed in September 1986. Surplus overhead gantries were then re-used on the new Drumgelloch branch which opened three years later.
[QUOTE="30907, post: 4164272, member: 17239".]
Norwood Jn to Selhurst.
There was a particular issue in that the Neilston line was used for trials with a variety of experimental mast designs around 1960 so the kit was largely ‘non-standard’.
Wow - I never knew about that. I live in Winchburgh!
From what I've been able to find out, it was never energised. Apparently it was there for training OHLE engineers, but given the intermittent "feast and famine" nature of how electrification has taken place I don't it was used for that all that much... not least because for a long time there were abandoned wagons in the way!I believe there was an extremely short section of electrified track in Healey mills yard but not certain, not sure whether it was energised or not. Can anyone clarify please?
Does Point Pleasant Junction to East Putney count? No passenger service (I think) but is used for ECS
There was a derailment of the inbound equivalent at Wimbledon a couple of years ago, just as it passed from NR to TfL tracks, where each party expected the other to maintain it, with eventually predictable results. It was about 04.50 from Basingstoke, passing Wimbledon at 06.00, and more than 300 had to be detrained. I recall initial disbelief from non-Londoners here that there could be 300 passengers on any train at such a time early in the morning.There are a couple of regular passenger services on that line; one of them is a late-night Basingstoke service. I caught it once and it takes about half an hour to reach Wimbledon, with a stop at Clapham Junction, as it has to follow District Line stoppers from East Putney, and then has to wiggle its way across when it gets to Wimbledon. Someone suggested on this site some years back that it's routed that way for driver training purposes, so that drivers know the road in case of emergencies. It's certainly not for passenger or operational convenience.
The public longer distance services that way definitely are for training of drivers from other depots, there have been a few weekends when a significant mainline service has operated via East Putney, with the District line thinned out.There are a couple of regular passenger services on that line; one of them is a late-night Basingstoke service. I caught it once and it takes about half an hour to reach Wimbledon, with a stop at Clapham Junction, as it has to follow District Line stoppers from East Putney, and then has to wiggle its way across when it gets to Wimbledon. Someone suggested on this site some years back that it's routed that way for driver training purposes, so that drivers know the road in case of emergencies. It's certainly not for passenger or operational convenience.
Shettleston spur - the stub of the former Glasgow, Bothwell, Hamilton and Coatbridge Railway which was electrified for sidings at Shettleston Junction at the time of the North Clyde electrification.
https://www.railscot.co.uk/img/35/603/
Indeed. My apologies - I did read the whole thread but somehow missed that bit.see post#6
There was a derailment of the inbound equivalent at Wimbledon a couple of years ago, just as it passed from NR to TfL tracks, where each party expected the other to maintain it, with eventually predictable results. It was about 04.50 from Basingstoke, passing Wimbledon at 06.00, and more than 300 had to be detrained. I recall initial disbelief from non-Londoners here that there could be 300 passengers on any train at such a time early in the morning.
The public longer distance services that way definitely are for training of drivers from other depots, there have been a few weekends when a significant mainline service has operated via East Putney, with the District line thinned out. But there are far more ECS moves each day, because down direction access to Wimbledon depot via Earlsfield would cause conflicts crossing the main fasts. Of course originally there was a full grade separated flyover junction with the up Windsor lines, so i suppose it is 50% closed...
A very early one: https://en.wikipedia.org/wiki/Carstairs_House_Tramway
Sounds a bit like the isolated stretch of catenary that used to be in Healey Mills yard. Don't think it was ever energised but I think it was used to train maintenance workers.Who remembers back in the 80s there was a stretch of electrified track, around 100 yards, completely detached from the mainline hidden near Colchester signal box? I seem to remember to see it you had to walk through from the Bures road near Woods air movement. It must have been used for training or testing