Beeching Additions

[mrcheek]

We often hear talk of the Beeching Cuts.

But at the time they happened, there was also a great deal of rationalisation. Whilst many lines and stations were closed, others were combined.

So how much new infrastructure had to be built at the time? Was it just a question of a few connecting curves, or were there any large sections of new track (and by large I really dont mean large, anything over a few hundred metres would count!)? And were there any new stations built. or old ones that had to be substantially rebuilt to extend them?

 

[Along the bay]

At Cornbrook, Greater Manchester, there was work done to allow CLC services to terminate at Manchester Piccadilly.

 

[Sir Felix Pole]

Quite a lot of work was done in Leeds installing new curves to enable Central station to be closed. The ex-LNER side of City station was also completely rebuilt. In Edinburgh a new link was installed enabling Caledonian line trains to reach Waverley station and allowing the closure of Princes Street.

 

[melon68]

Presumably the connection at Netherfield Junction near Nottingham was constructed around then to allow trains from Grantham to join the ex-Midland tracks into Nottingham instead of use the ex-LNER route that led to Victoria? That route was largely elevated with viaducts, some of which are still around today.

 

[BeijingDave]

At Cornbrook, Greater Manchester, there was work done to allow CLC services to terminate at Manchester Piccadilly.

I would like to know more about this, any detailed resources please?

 

[Along the bay]

I would like to know more about this, any detailed resources please?

Disused Stations: Manchester Central Station

This might do.

 

[Falcon1200]

Just posted this in the 'Nottingam in isolation thread';

In the Sheffield area, various connections to allow trains from both Midland and Great Central routes to serve Tinsley Yard, including the magnificent junctions at Aldwarke, now sadly much reduced.

In Scotland the connections at Bowling to allow use of the Caledonian line to Dumbarton instead of the North British route, at Shields Junction in Glasgow so that trains could be diverted from St Enoch to Central, and in Edinburgh at Haymarket for Caledonian line trains to access Waverley.

 

[30907]

In the Sheffield area, various connections to allow trains from both Midland and Great Central routes to serve Tinsley Yard, including the magnificent junctions at Aldwarke, now sadly much reduced.

Tinsley can't be put down to Beeching

In Scotland the connections at Bowling to allow use of the Caledonian line to Dumbarton instead of the North British route, at Shields Junction in Glasgow so that trains could be diverted from St Enoch to Central, and in Edinburgh at Haymarket for Caledonian line trains to access Waverley.

Wasn't that done for N Clydeside electrification?

Not a connection, but the short-lived Boscarne Jn station was post-Beeching if not due to him. Reading Platform 4a does count, though, as new track was involved.
The Graham Road curve is probably too distant in time.

Other wartime connections at Yeovil and St Budeaux gained services as part of post-Beeching rationalisation.

 

[Chester1]

In late 60s a chord was added to the junction at Mickle Trafford near Chester to allow Mid Cheshire line services to terminate at Chester General instead of Chester Northgate.

 

[Merthyr Imp]

The connection from Newark Northgate to the Nottingham - Lincoln line was opened in 1965 which allowed the Lincoln to Grantham line via Honington to be closed.

If I remember correctly the Nottingham - Lincoln line was originally scheduled to be closed under the Beeching plan, but the Honington line wasn't. But the construction of the Newark spur meant Lincoln passengers for London could now have a direct service via Newark instead of having to change at Grantham.

 

[Taunton]

Apart from consolidation of city stations, much new Beeching era infrastructure was for freight.

- Major loops and loading/unloading facilities at collieries and power stations for Merry-Go-Round coal.
- Container terminals for Liner Trains.
- New terminals for bulk oil products.
- Major facilities at new large steelworks.

etc

 

[Harvester]

Presumably the connection at Netherfield Junction near Nottingham was constructed around then to allow trains from Grantham to join the ex-Midland tracks into Nottingham instead of use the ex-LNER route that led to Victoria? That route was largely elevated with viaducts, some of which are still around today.

A bit later! The Grantham-Nottingham service could not be transferred to Nottingham Midland until July 1967. Because of this, and the work required to reopen Arkwright Street station for the Nottingham-Rugby shuttle, Nottingham Victoria did not close until September 1967.

 

[Magdalia]

Apart from consolidation of city stations, much new Beeching era infrastructure was for freight.

- Major loops and loading/unloading facilities at collieries and power stations for Merry-Go-Round coal.

A good example of this is the Retford diveunder, opened in 1965. This enabled MGR trains to get to the big Trent Valley power stations at West Burton and Cottam, without crossing the ECML on the flat.

 

[CyrusWuff]

The Graham Road curve is probably too distant in time.

I stand for correction, but wasn't the Graham Road curve a 1980s addition to enable the last remaining trains to be diverted from Broad Street to Liverpool Street? Subsequently disused for regular passenger services in 1992 when they were withdrawn, along with the mothballing/closure of Primrose Hill.

 

[Railsigns]

In Scotland the connections at Bowling to allow use of the Caledonian line to Dumbarton instead of the North British route

The Bowling diversion was carried out in 1960, before Beeching's appointment as BRB chairman.

 

[John R]

I stand for correction, but wasn't the Graham Road curve a 1980s addition to enable the last remaining trains to be diverted from Broad Street to Liverpool Street? Subsequently disused for regular passenger services in 1992 when they were withdrawn, along with the mothballing/closure of Primrose Hill.

That's correct. It was done in conjunction with the demolition of Broad Street station following its closure in 1986 to be replaced by the Broadgate development.

 

[Falcon1200]

Tinsley can't be put down to Beeching

But he got the glory of opening the place!

Wasn't that done for N Clydeside electrification?

The Bowling diversion was carried out in 1960, before Beeching's appointment as BRB chairman.

Yes indeed, but I though worth mentioning as amore general example of post-nationalisation rationalisation.

 

[Taunton]

Yes indeed, but I though worth mentioning as a more general example of post-nationalisation rationalisation.

I believe it wasn't a rationalisation as such, but a diversion at electrification by building a short spur from the ex- North British line to the (very) closely parallel ex-Caledonian line to overcome tidal flooding on the former between Bowling and Dumbarton, where the two routes had always merged. The Caley line was at a higher embanked level, clear of the periodic high tides, and actually zig-zagged over the North British line twice in this section.

 

[Falcon1200]

I believe it wasn't a rationalisation as such, but a diversion at electrification by building a short spur from the ex- North British line to the (very) closely parallel ex-Caledonian line to overcome tidal flooding on the former between Bowling and Dumbarton, where the two routes had always merged.

Yes, but it was also to allow Dumbarton East to continue to be served. At the end of the day, once the railways were nationalised two competing routes serving essentially the same places became unnecessary and reductions were inevitable.