Northampton to Blisworth

[IanBanks-Jones]

I was reading up on the line between Nothampton and Blisworth. Apparently, when the WCML was being electrified, some masts were erected on the route, before the plan was shelved. Why would this fairly insignificant line have been planned to be under wires? By the time that electrification was coming along, Blisworth had lost its connection to Stratford, and the line was just duplicating the Northampton loop. Any ideas?

Also, there is a small siding that has an Multipurpose Vehicle in Blisworth. Is there a crossover to the down line anywhere on the main line?

Thanks in advance guys!

 

[The Planner]

There is a crossover there that allows a train from the siding to reverse and use the up line and vice-versa.

 

[Trog]

I think that line was used to train staff before they were let loose on the mainline.

Hence why a lot of the foundations were never used.

 

[martinsh]

Blisworth - Northampton wasn't always an insignificant line. It was in fact the original line to Northampton - later extending to Peterborough.

Prior to the 1960s some Northampton - Euston trains ran via Blisworth, so would have made sense to electrify it.

 

[Philip Elliott]

Quite - Blisworth was a very important junction at one time. Why a chord allowing trains from the SMJ and from Banbury to reach Northampton direct was never built I don't know. As I've mentioned before, the Northampton 'loop' was never built as such - it was about 40 years between construction of Roade - Northampton (-Market Harborough) and Rugby - Kings Heath. When the WCML was being wired, it was also planned that Rugby Midland - Leicester London Road would be wired only for the route to be shut in 1960.

 

[IanBanks-Jones]

Wow! I like that little gem! What was the advantage of going via Blisworth though?

And were any other branches that were planned to be or partially electrified?

 

[Rugd1022]

Wow! I like that little gem! What was the advantage of going via Blisworth though?

And were any other branches that were planned to be or partially electrified?

The Northampton - Blisworth route was handy for diversions when the bank up to Roade was undergoing engineering work. It was in use as a diversion right up until it was closed. Part of the route is now under the A43.

 

[MK Tom]

Wow! I like that little gem! What was the advantage of going via Blisworth though?

And were any other branches that were planned to be or partially electrified?

A decent chunk of the Rugby-Market Harborough line actually was electrified, only to be closed a few years later. The legacy of this can still be seen today and there are pictures online somewhere of what it looked like but I'm not sure where.

 

[IanBanks-Jones]

I've seen that too. Apparently it was for crossing over the WCML, and getting into Rugby MPD, which was to be more important than it ended up. From what I read, it went to Clifton. It is still in place as far as Butler's Leap. I remember asking my Dad about it nearly 20 years ago

 

[paulb1973]

I've seen that too. Apparently it was for crossing over the WCML, and getting into Rugby MPD, which was to be more important than it ended up. From what I read, it went to Clifton. It is still in place as far as Butler's Leap. I remember asking my Dad about it nearly 20 years ago

This picture on Flickr (from DavidWF2009's collection) shows the 'to Rugby' branch - clearly no longer electrified as early as 1971 if that date is correct:
http://www.flickr.com/photos/davidwf2009/5564137433/in/faves-23917561@N03/

At some point between the lines closure as a through route (6th June 1966) and April 1971, the date of the above pic, the line must have been de-electrified. I don't know if electric trains continued to use the District Electric Depot after Market Harborough/Peterborough trains ceased?

 

[Robsignals]

In Sussex the (Haywards Heath) - Copyhold Jct - Ardingly - Horsted Keynes, now Bluebell Railway, branch was electrified with 3rd Rail and was the other end of the Seaford branch shuttle. Closed in the 60's the line was retained as a siding to Ardingly for a stone terminal but that closed a few years ago and the whole line is now owned/leased by the Bluebell who may relay the missing track and run into HH sometime. Clean topsoil dug out of Imberhorne cutting has been spread in the 'V' of the junction at HK.

 

[John55]

Quite - Blisworth was a very important junction at one time. Why a chord allowing trains from the SMJ and from Banbury to reach Northampton direct was never built I don't know. As I've mentioned before, the Northampton 'loop' was never built as such - it was about 40 years between construction of Roade - Northampton (-Market Harborough) and Rugby - Kings Heath. When the WCML was being wired, it was also planned that Rugby Midland - Leicester London Road would be wired only for the route to be shut in 1960.

I beg to differ. According to Col. Cobb the Roade to Northampton Castle line was opened in 1881 and the line from Rugby to Kings Heath 2 miles north of Castle stn was also opened in 1881.

Seems to me that the LNWR was building a loop line to carry the slow lines to Rugby avoiding a second Kilsby tunnel as a single project.

 

[IanBanks-Jones]

The Northampton to Blisworth line predates the Northampton loop. It was Northampton's first connection with the London and Birmingham railway, and was part of the Northampton and Peterborough line. At Blisworth, it met with the Statford on Avon & Midland Junction Railway.
I couldn't understand it's importance, or why it might've warranted wires into the late 1960's as the line to Peterborough closed in '64, and the SMJ had closed in '51.
And whilst Kilsby tunnel was not pretty in its construction, Crick tunnel on the Northampton loop wasn't that much better.

 

[John55]

The Northampton to Blisworth line predates the Northampton loop. It was Northampton's first connection with the London and Birmingham railway, and was part of the Northampton and Peterborough line. At Blisworth, it met with the Statford on Avon & Midland Junction Railway.
I couldn't understand it's importance, or why it might've warranted wires into the late 1960's as the line to Peterborough closed in '64, and the SMJ had closed in '51.
And whilst Kilsby tunnel was not pretty in its construction, Crick tunnel on the Northampton loop wasn't that much better.

I assume we now agree the Northampton Loop was built as such. The point about the tunnels is that Crick is 595 yards long and Kilsby is 2422 yards long. A factor of 4 in length and cost is very significant.

 

[Rugd1022]

This picture on Flickr (from DavidWF2009's collection) shows the 'to Rugby' branch - clearly no longer electrified as early as 1971 if that date is correct:
http://www.flickr.com/photos/davidwf2009/5564137433/in/faves-23917561@N03/

At some point between the lines closure as a through route (6th June 1966) and April 1971, the date of the above pic, the line must have been de-electrified. I don't know if electric trains continued to use the District Electric Depot after Market Harborough/Peterborough trains ceased?

With the OHLE still intact as far as the points for going back down into the DE, elctric units and AC locos still went down there for the odd bit of maintenance, although most were taken down by the Up Yard pilot which was more convenient for the staff involved. If a spare driver was available though, he could easily have spent a whole shift taking units and locos on and off the DED in those days.

 

[paulb1973]

With the OHLE still intact as far as the points for going back down into the DE, elctric units and AC locos still went down there for the odd bit of maintenance, although most were taken down by the Up Yard pilot which was more convenient for the staff involved. If a spare driver was available though, he could easily have spent a whole shift taking units and locos on and off the DED in those days.

It seems there is information out there, mostly in picture form about the Clifton Mill loop lines and associated DED - but I don't know when exactly, the line was (partially) de-electrified. It could well have been straight after the line's closure in 1966. Similarly I'm not sure when the Electric depot ceased to be used as such, it would appear most OHLE infrastructure has been removed here, but certainly not all. At a guess - some time in the early/mid 70's?

With regards to Blisworth, there are images from the late 1960's of the station showing quite an array of OHLE - apparently more so than exists today. It would seem some simplification of the 'wirescape' has occurred there too, although much wider masts remain today, over just two running tracks, which is normally an indication of lifted tracks.

 

[IanBanks-Jones]

Saw a cracking pic on Flickr of a bunch of AM10's at Rugby DED in the 60's. I guess that was where they 'rested' before they and AM4's began to take over the bays. If the Up and Down lines met at Clifton Mill, then there'd still need to have been room to get a 4 car emu in, hence the apparently lengthy set of wires on a sleepy branch line (as it had become)

Back to Blisworth...I was looking at the 1979 ordnance survey 1:50k. The Northampton-Blisworth line is shown as a siding, ending just before the curve into the station. Okay, the next two questions. When did the curve go? And what was using it as a siding?

Has anyone got any pics?

 

[Trog]

The Blisworth Branch was used as a Tamper training school up until Privatisation.
The school was originally in an old Signal Box, but when the branch was cut back to allow a road to be built on the formation, a new school was specially built nearer to Northampton.

 

[IanBanks-Jones]

I should've known that. My dad used to work near the old shed in Northampton. Their business straddled the line, and the old fella tried to build a case for them using the Mkt Harborough or Bedford lines, so they could expand across the trackbed. When the training centre closed, and the track came up, they were only allowed to erect temporary structures despite there being no chance (or need) of it ever being rebuilt.

 

[DaveF]

This picture on Flickr (from DavidWF2009's collection) shows the 'to Rugby' branch - clearly no longer electrified as early as 1971 if that date is correct:
http://www.flickr.com/photos/davidwf2009/5564137433/in/faves-23917561@N03/

At some point between the lines closure as a through route (6th June 1966) and April 1971, the date of the above pic, the line must have been de-electrified. I don't know if electric trains continued to use the District Electric Depot after Market Harborough/Peterborough trains ceased?

As it is one of my late father's photos I can confirm the date is corrrect - he always catalogued his photos as son as they came back from the slide processors.

David

 

[paulb1973]

As it is one of my late father's photos I can confirm the date is corrrect - he always catalogued his photos as son as they came back from the slide processors.

David

Thanks. The line, or this stretch, wasn't just stripped of its overhead equipment, everything rail related seems to have been removed by 1971, probably earlier. A remarkably short-lived section of electrified railway.