61653 HTAFC
Veteran Member
That's one of the last examples of turnbacks at PTE boundaries, I believe. There used to be more, for example the Leeds to Huddersfield stoppers used to run through to Marsden on Sundays.
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Weird Places for Services to Terminate
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Kite159
Veteran Member
Also, the Leeds - Horsforth services on Sundays, back when Leeds - York via Harrogate was hourly.
Were there ever any examples in Tyne and Wear, given that I think Newcastle and Sunderland are the only border stations with terminating services (apart from the Metro)? I'm fairly sure nothing regularly terminates/d at Manors or Wylam / Blaydon since the formation of PTEs.
DJ_K666
Member
I think (and how I read about it in a book about Southern Electrics was) that it was operationally convenient to terminate trains at Ore, probably due to capacity at Hastings, but also the presence of carriage sidings there meant a kind of 'Sod it we'll run them there in service' kind of thing. Not that Ore station was in a paticularly pleasant part of town then. It's vastly improved around the station nowadays though.
MetroCentre would be the usual choice (one stop prior to Blaydon) as Blaydon doesn't have the facility to turn back IIRC, nor does Wylam. There has been a Prudhoe terminator for a while, though.
Manors definitely hasn't (it barely had a service in the early 2010s) - the Metro station largely taking over most demand from its opening.
pokemonsuper9
Established Member
Halifax has felt like a bit of an odd one since I found out about trains terminating there, especially with Huddersfield only 20 minutes further.
20min each way means an extra unit and crew, doubling the service on a section that isn't exactly busy. That said, the previous arrangement of working Selby-Halifax-Hudds was more economical.
pokemonsuper9
Established Member
In my head the through service would replace the other service, although obviously there are likely reasons that this isn't currently done (e.g. unit allocations or timtabling constraints)
renegademaster
Established Member
Mill Hill Broadway for Thameslink during MML blocks
WestCoast
Established Member
I used to think the old Blackpool North - Hazel Grove service before full electrification seemed a weird terminus to the uninitiated, not many outside that part of GM could locate Hazel Grove on a map.
Not really, trains have to terminate at Headbolt Lane and to avoid congestion by turning trains around and occuping platforms at Manchester Vic. the choice of origination is currently restricted to originating diesel services from east of Manchester Vic so Rochdale or Blackburn. Alternative would be Leeds-Wigan Wallgate services extended.
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Ashley Hill
Established Member
There was a South Wales & West service that terminated at Devonport. It then ran ECS to St Budeaux Victoria Road before running empty back to Plymouth. I can’t remember where it originated from but Bristol rings a bell. It was the nearest a 158 got to the Gunnislake branch.
Back in hauled stock days the sleeping car from Euston to Cumbria used to terminate at Corkickle, an obscure point on the outskirts of Whitehaven, and coming before the two mainstream destinations of Whitehaven and Workington. Even more unusual, the rest of the train carried on to these after a pause. Only the sleeping car ran through from London, it was attached to a local service. I've seen a couple of explanations. One was that window bars were required in the tight tunnel through to Whitehaven, the local stock had these but not the sleeper. The other was the short platform at Whitehaven, immediately at the other end of the tunnel, was so tight that with the sleeping car on the back it might stop still in the tunnel. It's not apparent whether the sleeping car was uncoupled, or just cleared of passengers.
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Apparently yes. The 1982 timetable shows a 1428 Dovey Junction to Pwllheli (not Summer Saturdays) and 1848 Dovey Junction to Barmouth (Summer weekdays only).
There was also a 1200 daily Pwllheli to Dovey Junction (which formed the 1428, presumably) though I can't see what would have formed the 1848.
All connected with services to and from the Shrewsbury direction. I'd imagine it must have been a strange place to get stranded if your connection was cancelled!
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For a good while in the 90s there was a 1543 (I think) Southampton Central to Romsey journey, and return, operated by Wales and West. I guess this was school or college related and the unit would have otherwise had a layover at Southampton Central of more than an hour.
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A starter rather than terminator, but 1982 had the 0600 Ealing Broadway-Manchester cross-country service. Presumably straight out of OOC. In subsequent years in the 80s this became the 0550 from Paddington.
Also from the 80s, a couple of morning peak Portsmouth Direct services originated at Bedhampton at 0627 and 0707. Presumably they came out of Fratton depot direct. On Table 156 these were indicated with the letter 'Z' (i.e. Z = from Bedhampton); presumably Z was chosen due to the unusual origin point.
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Looking at Merseyrail timetables the other day, I noticed that the last northbound service from Ellesmere Port terminates at Hamilton Square after passing through the Loop ( so it’s the last train from Liverpool to Birkenhead). Curious thing is, it terminates in Platform 3 - the West Kirby/New Brighton one with the burrowing junction under the Rock Ferry line.
Everything that starts from West Kirby in the morning arrives ECS from either Birkenhead North or Kirkdale, so presumably it either stables at New Brighton or goes to Birkenhead North.
Everything that starts from West Kirby in the morning arrives ECS from either Birkenhead North or Kirkdale, so presumably it either stables at New Brighton or goes to Birkenhead North.
318266
Member
As far as I am aware, the only one remaining is 2O50 - the 1551 Crosshill - Glasgow Central via Shawlands. I believe this serves the nearby Holyrood Secondary School if I am not mistaken.
Falcon1200
Established Member
It does indeed.
Not a 'weird place terminator', but there was at one time an additional 1533 Glasgow Central-Neilston run mainly for pupils at Eastwood High (near Patterton) to get home to Neilston. Now they just use the normal services, which regulars know to avoid if possible!
Closest to this kind of thing I can remember was from the 80s, not an additional service but the 1518 Waterloo-Portsmouth waited at Godalming for perhaps an extra 2 mins or so to allow the Godalming College students to get on.
It was also 8CIG, whereas if it weren't for the college traffic, 4 would have probably sufficed.
Shipley - served by through trains to/from Bradford, Leeds, Ilkley, Skipton, Carlisle and Morecambe all day, sees a Bradford to Shipley shuttle on an evening.
The Bradford to Carnforth was previously a Skipton to Lancaster, I believe, but was extended to provide an additional service up the Aire Valley (but couldn't be pathed from Leeds, hence running from Bradford), then in a later timetable change, was cut short at Carnforth due to no path forwards for a considerable time and the train needing to be shunted into a siding to allow the train behind to pass). This changes with the new timetable, I believe.
In the early 80's, trains from Bradford ran only as far as Keighley and Guiseley, requiring passengers to change to reach Skipton or Ilkley.
I seem to recall there was a proposal to split Penistone line trains to avoid the PTE's involved paying for services into the others area, would have seen trains from Sheffield terminate at Penistone and trains from Huddersfield at Denby Dale.
Marsden was a terminus for many years, but only on a Sunday.
The Bradford to Carnforth was previously a Skipton to Lancaster, I believe, but was extended to provide an additional service up the Aire Valley (but couldn't be pathed from Leeds, hence running from Bradford), then in a later timetable change, was cut short at Carnforth due to no path forwards for a considerable time and the train needing to be shunted into a siding to allow the train behind to pass). This changes with the new timetable, I believe.
In the early 80's, trains from Bradford ran only as far as Keighley and Guiseley, requiring passengers to change to reach Skipton or Ilkley.
I seem to recall there was a proposal to split Penistone line trains to avoid the PTE's involved paying for services into the others area, would have seen trains from Sheffield terminate at Penistone and trains from Huddersfield at Denby Dale.
Marsden was a terminus for many years, but only on a Sunday.
61653 HTAFC
Veteran Member
Don't think that's particularly odd to be honest, it's a reasonably sized town. It had terminating services back in the 1990s, once the Brighouse links reopened the service used the same paths between Leeds and Halifax.
An additional service crossing Bradley Junction would be quite troublesome to path, though it will be easier and less disruptive once the four-tracking is done. The Selby-Huddersfield was actually a Selby to Wakefield Westgate service, the so-called "Grand Tour" of multiple stopping services being strung together with no fewer than 3 reversals from end to end. It also offered the only direct Brighouse to Deighton service but to make the journey you had to pass through DTN without stopping, reverse in Huddersfield, then alight as the train headed out to Wakefield!
Havent seen that happen in years
EMR don't have many, if any regular services that fall into the scope of this thread. However, during engineering works I've had the Crewe service terminate short at Tutbury and Hatton, Uttoxeter or Blythe Bridge. Or even Ambergate vice Matlock
There were some Kings X to Huntingdon terminators a few years ago.
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