Trivia: Downsized stations that are shells of their former selves?

[Kee86]

Scan of Table 226 attached...

Thank you!

== Doublepost prevention - post automatically merged: 28 Feb 2025 ==

Scan of Table 226 attached...

Thanks once again for the upload and wondered if you the timetable for 1990 and 1991 as well please!

 

[Railsigns]

Thanks once again for the upload and wondered if you the timetable for 1990 and 1991 as well please!

I have the next two issues. It'll probably be tomorrow before I can scan them.

 

[Kee86]

I have the next two issues. It'll probably be tomorrow before I can scan them.

That will be perfect thank you!

 

[Dr Hoo]

Worth noting that the cost of re-modelling of Newton Junctions fell largely to the Strathclyde Passenger Transport Executive because for all intents and purposes all of the pointwork was only needed for 'their' regular services. Freight requirements had withered away. They were offered options with additional main line platforms but after some fairly extensive survey work established that there was actually little interchange at Newton with the Bellshill line, etc. and decided on the simplified service pattern.

Singling towards Kirkhill had been decided as far back as the 1983 Strathclyde Rail Review.

 

[Falcon1200]

Worth noting that the cost of re-modelling of Newton Junctions fell largely to the Strathclyde Passenger Transport Executive because for all intents and purposes all of the pointwork was only needed for 'their' regular services.

Interesting; I thought the remodelling was to increase line speeds for Inter City services, yet that sector managed to get someone else to pay for it!

(I recall my Control colleagues, on seeing the plans for the remodelling, say it was an accident waiting to happen; Tragically they were proved right).

 

[Dr Hoo]

Interesting; I thought the remodelling was to increase line speeds for Inter City services, yet that sector managed to get someone else to pay for it!

(I recall my Control colleagues, on seeing the plans for the remodelling, say it was an accident waiting to happen; Tragically they were proved right).

The old layout had a large amount of point and crossing work on the back of a significant curve. This was incompatible with an improvement in alignment or superelevation. The new layout moved the pointwork much further out and allowed standard components and higher speed crossovers.

Very simply, the PTE paid for the points that they needed and Intercity paid for the alignment that it wanted.

The PTE had already planned to single the Kirkhill line as noted previously. Newton station itself hardly changed.

 

[Falcon1200]

Very simply, the PTE paid for the points that they needed and Intercity paid for the alignment that it wanted.

Thanks.

The previous layout had a lot of flexibility, some of which has subsequently be re-instated by another remodelling!

 

[najaB]

The previous layout had a lot of flexibility, some of which has subsequently be re-instated by another remodelling!

Don't forget, "flexibility" is a synonym for "high maintenance costs".

 

[Railsigns]

@Kee86 Table 226 for 2 October 1989 to 13 May 1990.

 

[Kee86]

@Kee86 Table 226 for 2 October 1989 to 13 May 1990.

Thank you and hopefully you may have summer 1990,winter 1990 and summer 1991 as well please!

 

[Rescars]

Don't forget, "flexibility" is a synonym for "high maintenance costs".

Or "resilience"!

 

[Railsigns]

Thank you and hopefully you may have summer 1990,winter 1990 and summer 1991 as well please!

I only have summer 1990. The timetable's front cover says "14 May 1990 - 30 September 1991", but that's an error.

 

[Peter0124]

Unfortunately I don't have any such timetables. I do recall however that in 1987 I moved house from Mount Florida to Bellshill and was able to make the journey with a change at Newton, as the trains to Motherwell via Bellshill did call there then, as well as the services via Hamilton. IIRC the Hamilton trains were half-hourly, until Larkhall re-opened and the frequency doubled!

Bizarrely the Larkhall services skipped Newton (and Cambuslang) for the first 10 years, until the December 2014 recast.

 

[Taunton]

(I recall my Control colleagues, on seeing the plans for the remodelling, say it was an accident waiting to happen; Tragically they were proved right).

Would this be because of the poor history of serious accidents on the Glasgow electric suburban services, all from passing signals at danger.

There were major fatal collisions at Shields Jc (1973), Paisley (1979), Bellgrove (1989) and then Newton (1991). It did seem a surprising sequence of them.

 

[D6130]

Bizarrely the Larkhall services skipped Newton (and Cambuslang) for the first 10 years, until the December 2014 recast.

This may be due to the fact that - prior to that era - there was very little residential development in the vicinity of Newton station. IIRC, it existed largely for the convenience of workers at the adjacent Hallside steelworks (now long-since demolished and largely forgotten)


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[Kee86]

I only have summer 1990. The timetable's front cover says "14 May 1990 - 30 September 1991", but that's an error.

Thanks for and have read it am sure you would agree that Lanark and Motherwell via Bellshill services effectively stopped calling at Newton how was it that the Sunday Motherwell to Balloch via Bellshill still did so and only stopped doing so in the wake of the Newton rail crash?

 

[Falcon1200]

Would this be because of the poor history of serious accidents on the Glasgow electric suburban services, all from passing signals at danger.

It was seeing the single lead junction at the Glasgow end of the station, plus the number of trains which would be using it.

 

[Dr Hoo]

Would this be because of the poor history of serious accidents on the Glasgow electric suburban services, all from passing signals at danger.

There were major fatal collisions at Shields Jc (1973), Paisley (1979), Bellgrove (1989) and then Newton (1991). It did seem a surprising sequence of them.

To which might be added the fatal collision at Pollokshields East Junction on 11 June 1974. This, along with the Paisley and Bellgrove collisions involved 'ding ding and away'. Both Pollokshields and Paisley had involved conventional double junctions There was a strong belief within ScotRail (rightly or wrongly) that driver only operation under the Strathclyde Manning Agreement would greatly reduce the likelihood of starting against a red. (Shields was a running line collision that might have occurred anywhere before TPWS.)

I am not aware of any other serious incident involving a conflicting move that was initiated by a DOO train starting from a station against a red.

Thanks for and have read it am sure you would agree that Lanark and Motherwell via Bellshill services effectively stopped calling at Newton how was it that the Sunday Motherwell to Balloch via Bellshill still did so and only stopped doing so in the wake of the Newton rail crash?

This was because services on Sundays were hourly on each route rather than half hourly. The only reason that the PTE was willing to fund the East Connecting Line and its connections was to enable Bellshill services to still serve Newton in those sort of circumstances, engineering works, etc..