Met. widened lines & more

You can easily tell this is an old map (pre 1916) because it's paper pasted on a linen backing for easy folding,
but with manuscript annotations in ink (one is dated 1924)

More gen but different Moorgate gen.

Bit anoraky this one but the list of loco numbers might of of interest to some e.g. modellers.

leightonlists.com/2c88-0754-harpenden-moorgate/

The two phots at Farringdon certainly are interesting.

But it prompts me a question.

Moorgate <-> Barbican was rebuilt and realigned in early 1960s - but when did Moorgate station get built over and enclosed (was thinking about diesels exhausts here! ). Diesels at least DMMU from both the Midland and GN side, and loco hauleds from the GN lasted right up to the route temporarily closed for BedPan 25 kV wiring; IIRC Moorgate was already enclosed by then ? Or is my memory playing tricks ?

Thanks !

Thats one part of my question answered (diesel fumes) .... when was this done anybody ? Re-aligning the route was one thing, building over it almost certainly another.

thanks;

yes that looks like construction period; the trouble with locating stuff like this in flickr is more often than not what you seek is not the subject of the photo, and not captioned, so relies on someone knowing that a particular image or gallery can help.

Fifty years back the area east of the outer rail platform was still in railway use, occupied by the LU Fire Manager's department. They tested hoses and laid them the length of the site to dry before rolling again.

Not quite, I think this is standard for telephones on the railway (telephone) network that are in public areas.

Its called a lineside phone

I have a WTT dated 1st November 1891 for the Widened Lines which shows that there were no freight workings to or from Moorgate Street.   All passenger traffic plus odd empty stock and light engine workings.

It is a shame that the project did not include relocating the SSR bay platforms centrally between the through tracks. This would have especially benefitted westbound services as they would not be delayed by eastbound trains crossing in front of them whilst arriving at the terminus platforms.



Another trick which would have improved train operations at busy times would have to have added a third track to the west of the station so that arriving trains could enter slowly without delaying the rest of the eastbound service and - if need be - even pause whilst awaiting an empty bay platform.*

I suppose however that these two suggestions would have peeved the pax on the terminating train if they resulted in trains which were behind them arriving at the station before the train they were on!



*As an aside, the northbound (notionally 'eastbound'?) Piccadilly line at Arnos Grove would benefit tremendously if this was done here - and the bad publicity of road users on the A406 below the bridge just outside the station always seeing slow moving trains would be reduced. Because of delays at the nearby traffic signal junctions road users often have plenty of time to watch the slow progress of the trains.

There was talk of such a scheme (diverting the inner rail through platform 3) during the 1990s. It certainly reached concept design stage, before being dropped. Had basements been such a great impediment I doubt it would have got beyond the feasibility study.

Love it.

It's not strictly true to suggest "any" freight served those intermediate depots as if nothing else; there were up to 30 through main line yard to yard transfer freights over widened lines and snow hill every day ; that is more than one per hour and I venture to suggest the trips to the local yards were not as often as that

The Hidden London people should pay a visit! With cameras, of course.