adanapress Posted July 26, 2011 Share Posted July 26, 2011 Does anyone know how far and exactly where to the overhead was available in the Manchester suburbs. To Reddish Depot, I presume, but could one work right through to the Altrincham line for example? and some sort of northern spur?. Similarly at the very far end on the Eastern side of the system, where was the last drip of juice? One other thing, an early loco moved down to Ilford, Essex car sheds, did it actually do any work there? Link to post Share on other sites More sharing options...
Grovenor Posted July 26, 2011 Share Posted July 26, 2011 Does anyone know how far and exactly where to the overhead was available in the Manchester suburbs. To Reddish Depot, I presume, but could one work right through to the Altrincham line for example? No, the overhead only went to the depot on that line, and was never linked across the station throat at London Road. Then the 25kV came in between the two 1500V systems, and the MSJ&A Dc cut back to Oxford Rd.preventing any further thoughts of a linkup. and some sort of northern spur?. So far as I can recall there were just very short connections into the various yards between Dewsnap, Guide Bridge and Ardwick for general goods, much of the heavy traffic changed traction to head west from Godley junction, or North/south from Guide Bridge. Similarly at the very far end on the Eastern side of the system,where was the last drip of juice? Never really knew the ins and outs at the East end but I think the final limit was the late extension into Tinsley yard. One other thing, an early loco moved down to Ilford, Essex car sheds, did it actually do any work there? This was one of the ex NER locos not an MSW loco, it remained as depot shunter for a long time so presumably was useful. Keith Link to post Share on other sites More sharing options...
DerekEm8 Posted July 26, 2011 Share Posted July 26, 2011 No Overhead connection to the MSJ & A. The station (London Road/Piccadilly) was still very much 2 separate stations until the re-building in the late 50's/ early 60's for the Manchester-Crewe Electrification. The Northern boundary in the Manchester area was Ashton Moss Junction. There was an interchange yard, inside a triangular Junction, where Sainsburys and Ikea are now. Just the one junction now remains on the Stalybridge and Ashton line to Manchester Victoria. Some of the overhead supports remain. 45407 010505 37667,37688 080308 HTH Link to post Share on other sites More sharing options...
eastwestdivide Posted July 27, 2011 Share Posted July 27, 2011 On the east side, Wath on one branch and Rotherwood sidings (just before Woodhouse station) on the other. Link to post Share on other sites More sharing options...
coachmann Posted July 27, 2011 Share Posted July 27, 2011 DerekEM8 beat me to it. I went for a stroll one Saturday in 1960 (we were working the Ashton Oldham Road shunt) just to have a look around and couldnt help noticeing the overhead at the Guide Bridge end of the complex of lines. Could the DC locos work freight into a yard in Ashton? Link to post Share on other sites More sharing options...
RMweb Premium jamie92208 Posted July 27, 2011 RMweb Premium Share Posted July 27, 2011 Yes I remember seeing the wires at Ashton Moss when riding past on Transpennine unit between Stalybridge and Mnachester Victoria in the early 70's. Rotherwood sidings were probably the furthest east but they also went to the East end of Tinsley Yard and finished somewhere below the old diesel depot. Jamie Link to post Share on other sites More sharing options...
'CHARD Posted July 28, 2011 Share Posted July 28, 2011 Yes I remember seeing the wires at Ashton Moss when riding past on Transpennine unit between Stalybridge and Mnachester Victoria in the early 70's. Rotherwood sidings were probably the furthest east but they also went to the East end of Tinsley Yard and finished somewhere below the old diesel depot. Jamie One of the sightings that I feel blessed to this day for having enjoyed as a lad, was a 1978 light engine movement of a pair of 76s through the reception yard 'grand canyon' at Tinsley. IIRC they reversed and returned whence they came. Taxi move for a TI crew change possibly? We visited Rotherwood on the same day, but sadly the stabling point was host only to a pair of decidedly unappetising 31s, despite the minimalist DC knitting being very much in evidence. Link to post Share on other sites More sharing options...
Poggy1165 Posted August 1, 2011 Share Posted August 1, 2011 Ashton Moss sidings were the exchange point with the L&Y put in by the GC in 1911 so they no longer had to exchange wagons at Penistone or Barnsley. Interesting comment on railway politics that the same basic mode of working continued under BR and electrification. Another electrification was from Ashburys to Midland Junction - I don't think it went on to the logical terminus at Philips Park Sidings but I may be wrong. Again Midland Junction was the usual LNER/LMS change of engine point. The original idea was to electrify all the way from Fairfield to Manchester Central. Some of the intermediate stations, if not all, had their canopies cut back to facilitate this. But (as I was told long ago, I can't swear 100 percent to this) there was a weak culvert along the line so they stopped at Reddish shed. Those electric locos were heavy - RA9 I think. Link to post Share on other sites More sharing options...
charliepetty Posted August 3, 2011 Share Posted August 3, 2011 Ashton Moss sidings were the exchange point with the L&Y put in by the GC in 1911 so they no longer had to exchange wagons at Penistone or Barnsley. Interesting comment on railway politics that the same basic mode of working continued under BR and electrification. Another electrification was from Ashburys to Midland Junction - I don't think it went on to the logical terminus at Philips Park Sidings but I may be wrong. Again Midland Junction was the usual LNER/LMS change of engine point. The original idea was to electrify all the way from Fairfield to Manchester Central. Some of the intermediate stations, if not all, had their canopies cut back to facilitate this. But (as I was told long ago, I can't swear 100 percent to this) there was a weak culvert along the line so they stopped at Reddish shed. Those electric locos were heavy - RA9 I think. Project cancelled due to cost cutting. I have some drawings of Reddish Depot that state: Car shed extension proposal for Liverpool Extension Scheme, this was building a roofed shed over the concrete apron to the Right of the main running shed. would have housed 6 X 3 Car EMUs. Link to post Share on other sites More sharing options...
DY444 Posted October 18, 2011 Share Posted October 18, 2011 This was one of the ex NER locos not an MSW loco, it remained as depot shunter for a long time so presumably was useful. Keith There are two pictures on P169 of "Woodhead The Electric Railway" by E.M.Johnson showing EM1s under test at Shenfield. In both cases they are hauling trains of loose coupled wagons. 26002 appears in both pictures, in one alone and in the other with an unidentified class member. The text says that 26001/2 were at Ilford from 1950 and were joined by 26003 - 26010 in 1952. Link to post Share on other sites More sharing options...
billbedford Posted October 18, 2011 Share Posted October 18, 2011 We visited Rotherwood on the same day, but sadly the stabling point was host only to a pair of decidedly unappetising 31s, despite the minimalist DC knitting being very much in evidence. The 31s were used on the coke trains from Orgreave sidings Link to post Share on other sites More sharing options...
woodenhead Posted October 19, 2011 Share Posted October 19, 2011 We visited Rotherwood on the same day, but sadly the stabling point was host only to a pair of decidedly unappetising 31s, despite the minimalist DC knitting being very much in evidence. Today, what would we give just to see those 31s on a coke train. Link to post Share on other sites More sharing options...
adanapress Posted February 12, 2012 Author Share Posted February 12, 2012 Thank you gentlemen, one and all In passing, a cople of older Dutch railfans I know recall 'Tommy' with affection Link to post Share on other sites More sharing options...
DerekEm8 Posted April 1, 2012 Share Posted April 1, 2012 The extent of the electrification was as follows: London Midland Side Manchester London Road (Piccadilly) Buffer Stops Platforms 1-4 Inclusive (No access to the Altrincham Lines) to Dunford East Signal Box Ardwick Jct to Midland Junction Signal Box Ashburys West Jct to Midland Junction Signal Box Gorton Jct to Reddish Depot South Fairfield Junction to Hyde Road Jct Stockport Jct to Ashton Moss North Signal Box Ashton Junction (Guide Bridge Station) to Dukinfield Guide Bridge North Jct to Guide Bridge East Jct Dewsnap Yard Godley Jct to Brookfold Lane Signal Box Mottram Yard Dinting Triangle to Glossop Station - All lines Eastern Side: Dunford Bridge Signal Box to Rotherwood Sidings South End (300yds short of Woodhouse Station Barnsley Jct (Penistone) to Moor Road Signal Box (Wath Yard East) Wentworth Colliery Branch Deepcar Sidings Darnall Triangle (All Lines) to Tinsley Yard East End 'Hope this helps (Nit Piccy Mode on) Strictly speaking the first part would be better described as Western Side as the major part of the route was Eastern region -only the link routes joined the London Midland region. The platforms at London Road (Piccadilly) were platforms A to D up to the 1960 modernisation of the station and there was a cast iron fence between the Ex LNER side and the ex LMS side of the station- they even had separate booking offices. (Nit Piccy Mode off) HTH Link to post Share on other sites More sharing options...
Suzie Posted April 1, 2012 Share Posted April 1, 2012 Yes - One loco actually worked between Liverpool Street and Shenfield in 1949 - 'Not sure of the number, but I will research this for you......... Middleton press book "Ilford to Shenfield (ISBN 1901706974)" shows a picture (No 17) of class 76 No 26008 at Ilford in 1950 Link to post Share on other sites More sharing options...
UP844 Posted April 1, 2012 Share Posted April 1, 2012 Strictly speaking the first part would be better described as Western Side as the major part of the route was Eastern region -only the link routes joined the London Midland region. The platforms at London Road (Piccadilly) were platforms A to D up to the 1960 modernisation of the station and there was a cast iron fence between the Ex LNER side and the ex LMS side of the station- they even had separate booking offices. When the railway was nationalised the former LNER lines between Woodhead and Manchester were originally classed as part of Eastern but they were subsequently transferred to LMR in the 1950s. Whether or not this was before the new tunnel opened in '54 I can't say but I remember seeing paperwork regarding the transfer during a clear out of old documentation at Guide Bridge in the seventies. Link to post Share on other sites More sharing options...
Peter Kazmierczak Posted April 1, 2012 Share Posted April 1, 2012 Someone mention Rotherwood? Link to post Share on other sites More sharing options...
Peter Kazmierczak Posted April 1, 2012 Share Posted April 1, 2012 Signalling diagrams for the Woodhead route will be found at http://www.lymmobservatory.net then follow the link to railway signalling. An excellent resource. Link to post Share on other sites More sharing options...
DerekEm8 Posted April 1, 2012 Share Posted April 1, 2012 In the interests of accuracy British Railways came into being on the 1st of January 1948. The Eastern region existed in the Manchester area (The Woodhead route West of the Pennines), Gorton and its sub sheds Dinting and Hayfield were 39A from then until Gorton was amalgamated into the LM region as part of the 9 group under Longsight in ISTR 1957. HTH Link to post Share on other sites More sharing options...
Alan76 Posted April 6, 2012 Share Posted April 6, 2012 The electrification scheme was certainly sponsored by Eastern Region even though some work (resignalling for example) was done by LM Region drawing offices. The division of London Road station has its roots in the GC/LNWR era. I think it was the GC that installed electric lights first on its' four platforms. They were specially shaded so that none of the light generated would fall on the LNWR platforms next door. Alan Link to post Share on other sites More sharing options...
Michael Delamar Posted May 31, 2016 Share Posted May 31, 2016 Looking for some shots of the yard at Ashton please. Link to post Share on other sites More sharing options...
balders Posted June 1, 2016 Share Posted June 1, 2016 I'm pretty sure Arnie Furniss has a couple of shots on Flickr of that yard (deadmans handle) He has some brilliant albums on there, a few of which cover his time as a guard on the Woodhead during the 70's. Well worth a couple of hours of anyone's time. Link to post Share on other sites More sharing options...
Michael Delamar Posted June 2, 2016 Share Posted June 2, 2016 Yeah I follow Arnie on Flickr, met him on a charter last year, will have to have a search through his shots. Link to post Share on other sites More sharing options...
Michael Delamar Posted June 5, 2016 Share Posted June 5, 2016 Remaining overhead structures between Denton Junction and Ashton Moss North junction. Link to post Share on other sites More sharing options...
Andy Y Posted June 5, 2016 Share Posted June 5, 2016 Thanks for those Mike, I wondered how much survived after seeing the bracket signal and a gantry behind the Harvester at Ashton Moss some years back. Link to post Share on other sites More sharing options...
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