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Post by grahamhewett on Jul 8, 2019 19:34:02 GMT
caravelle - there were several reasons for transferring as much of the ex-BR infrastructure to LU as possible: - it removed a number of anomalies (not all of them, alas) - the routes transferred (other than the Drain) were much more heavily used by LU than BR - having LU run the Drain (which was really what the transfer was about) made a great deal of sense technically, commercially and operationally. - and, crucially, it removed the opportunity to create a precedent for privatising a"tube" line, which was otherwise on the cards at the time. Some of us were keen to save something, however, small, from the shipwreck of privatisation.
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Post by caravelle on Jul 9, 2019 1:59:19 GMT
Thank you for your input grahamhewett . It is much appreciated as it helps to understand some management decisions by both LT and BR. If you feel the urge to expand on the anomalies theme a bit more, I'm sure that some helpful mod can split threads. It made sense that the Drain, as an inner city mass transit operation, should fall under LT; but was it apparent form the outset that privatisation might not deliver what it promised? |
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Post by scheduler on Jul 24, 2019 17:53:47 GMT
There is a benefit to LU owning the Wimbledon branch, even if it is NR signalling and power, and that is South West Trains running on the branch have to schedule round LU services and not the other way around. This is not necessarily the case on other sections of shared track.
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Post by greggygreggygreg on Jul 24, 2019 20:35:32 GMT
There is a benefit to LU owning the Wimbledon branch, even if it is NR signalling and power, and that is South West Trains running on the branch have to schedule round LU services and not the other way around. This is not necessarily the case on other sections of shared track. Depends what the terms of the sale were. Perhaps the terms were for NWR to keep existing paths, or for so many per hour. Regardless, there will be a legal agreement in place detailing what running powers each entity will have over the line, perhaps dating back to when the line was first built. Just because London Underground owns the line, doesn't mean they can dictate what happens on it. |
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Post by Dstock7080 on Jul 25, 2019 3:33:58 GMT
There is a benefit to LU owning the Wimbledon branch, even if it is NR signalling and power, and that is South West Trains running on the branch have to schedule round LU services and not the other way around. This is not necessarily the case on other sections of shared track. I remember a time when I was training for another job in Earl’s Court Control Room in the mid-90s just before the WARS Wimbledon Area Resignalling Scheme had installed a monitor of movements at Wimbledon, the LU signaller on the Hammersmith desk reported that LU train were arriving at Putney Bridge EB between 15-20 late, having gone WB right time. The District Controller called Wimbledon SCC to be told that due to a lineside fire at Earlsfield all UP trains would be running via East Putney. The Controller remonstrated with the SCC that they shouldn’t do it without asking the owner (LU) and that it was destroying the District service, to be told that ‘we can do what we like, as the buttons are on our side!’ and promptly slammed the phone down! (reminiscent of Steptoe & Son episode ‘Divided We Stand’!) dialogue from 17:45: |
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Post by womble on Jan 13, 2020 17:49:01 GMT
I can remember (1950s/1960s) standing on Wimbledon Park platform as what seemed an endless number of Southern ecs used the line to gain the Durnsford Road sidings.In those days there was a signalbox on the platform and sometimes the signalman would lean out to apologise. A groan went up when yet again the "little" signal indicated an ecs. The BR signalling made little attempt to allow LT to maintain a balanced service.
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roythebus
Pleased to say the restoration of BEA coach MLL738 is as complete as it can be, now restoring MLL721
Posts: 1,275
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Post by roythebus on Jan 15, 2020 16:22:16 GMT
The semaphore signalling on the Wimbledon branch was replaced by colour lights in 1971 if I remember correctly. the track layout at Wimbledon was altered. I was guard on the first train to use the new layout, ECS from PG to Wimbledon. I may still have the paperwork around somewhere covering the new arrangements.
With that, the box at Southfields went as well, as did Cromer Road. Wimbledon Park had to be kept for access to the depot and East Putney for the junction there.
As a BR driver, I worked SR units a few times when there was work on the DR. Once was a "bang road" move using the down/w/b line as a single line with a 4VEP. Later I ran a 508 from platform 3 at East Putney using up and down lines, crossing over south of East Putney Station. The DR trains terminated at platform 2 and reveresed north of the station with the passengers having cross-platform interchange.
Things changed a bit when the bridge over the Windsor Lines at Point Pleasant was declared unsafe for traffic. The up line was lifted eventually.
What happened after August 1988 I can't comment on as i left BR employment then.
The old boxes were: East Putney, Cromer Road, Southfields, Revelstoke Road, Wimbledon Park and Wimbledon. Revelstoke Road was closed prior to 1970 I think and its signals were converted intermediate blocks.
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