Electric train staff equipment had been brought into use between Blisworth and Towcester by 9 August 1910 (date of SMJR minute 451 (TNA file RAIL 674/3)) and presumably the new signal box at Blisworth appeared at the same time. In that this was so…Continue
Started by Richard Maund Apr 20.
SMJ board minute 1474 of 13 April 1921 (TNA file RAIL 674/4) approved that “the following expenditure be charged to Capital” for year 1920: “Blisworth: Signalling and alterations to Permanent Way, Improvements and additional signalling: £800”. In…Continue
Started by Richard Maund Apr 20.
Did this railway (as opposed to the East & West Junction Railway) go into receivership - if so, when. And when did it come out of receivership?Continue
Started by Richard Maund. Last reply by Richard Maund Feb 11.
Shall we bring this discussion under the proper heading!So far as the OS plan surveyed 1885, published 1886, is concerned: the OS liked - wherever they could - to have text running parallel to the top and bottom borders. When they came to add the…Continue
Started by Richard Maund. Last reply by Richard Maund Feb 10.
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In all parts of the country the "lines that might have been" would crowd each other out on the map.
Lines that turned out to be rural branch lines once enticed investors with ambitions to get to docks, ports, coalfields etc.
As for the SMJ I think there were fairly serious proposals to have a direct line from Northampton (by-passing Blisworth and crossing the LNWR main line). I suppose that may have been a good idea. On the other hand in many parts of the country lines like that which shortened distances and avoided reversals have been removed in later years.
Peter Fleming said:In all parts of the country the "lines that might have been" would crowd each other out on the map.
Lines that turned out to be rural branch lines once enticed investors with ambitions to get to docks, ports, coalfields etc.
As for the SMJ I think there were fairly serious proposals to have a direct line from Northampton (by-passing Blisworth and crossing the LNWR main line). I suppose that may have been a good idea. On the other hand in many parts of the country lines like that which shortened distances and avoided reversals have been removed in later years.
There is a web page with a sketch of the 1865 proposals:
The N&BJR did have running powers to Northampton, but they never used them. I can presume that the access charges would have been too great, and can well imagine that the LNWR would not have been happy to have trains crossing their busy main line. Had such a line been built, it would logically have connected with the Midland at St. Johns, and possibly this would have resulted in the MR buying the whole network. However, the LNWR would have tried to block it, and probably the GWR, too (as the Midland would then be in direct control of a route from Bristol docks to London.)
We shall never know!
Simon
There is a web page with a sketch of the 1865 proposals:
The N&BJR did have running powers to Northampton, but they never used them. I can presume that the access charges would have been too great, and can well imagine that the LNWR would not have been happy to have trains crossing their busy main line.
Had such a line been built, it would logically have connected with the Midland at St. Johns, and possibly this would have resulted in the MR buying the whole network. However, the LNWR would have tried to block it, and probably the GWR, too (as the Midland would then be in direct control of a route from Bristol docks to London.)
We shall never know!
Simon
The flyover (if built) would presumably have connected the SMJ to the Blisworth to Northampton LNWR line. Surely there would not have been an independent line to Northampton.
So the SMJ would be linked to the LNWR not the MR. St Johns station (MR) was a terminus and the MR and LNWR systems were totally seperate apart from a connection at Hardingstone Junction. This allowed running from St Johns to Wellingborough (to re connect with the MR).
After 1923 the connection was reversed to allow running from Bedford on to the LNWR stations (and closure of St Johns).
So prior to 1923 through running from the SMJ on to the Midland would need reversals.
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