61379 Mayflower
Scan0007 Killamarsh Junction
Passing Killamarsh Junction and its associated signalbox. I am facing backwards to the southern direction of travel, hanging out of a carriage door window.
The line to the right is the Waleswood Curve which enabled traffic to pass E-S and S-E without reversing, this facility was notably used by fish trains from Grimsby to southern England and South Wales. The main signals are 'Off' from my train. The diverging signal is for Killamarsh North Junction, a short distance behind the camera to the south of Killamarsh Junction! Trains which diverged there travelled a short, steep line to Killamarsh South Junction and the ex-LDECR Beighton Branch. The confusing naming came about because Killamarsh North and South Junctions and the joining track were installed in 1907 when the GCR absorbed the LDECR, by that time Killamarsh Junction had been in existence for some years, so changing its name would have involved a lot of hassle and risked dangerous confusion.
Note the thich brickwork of the 'box's base, this was extra blast protection installed in WW2, aiming to keep the equipment safe, if not the staff!
On 28th February 1965 I undertook a trip specifically to travel a route in terminal decline - the Great Central Main Line, especially the part north of Nottingham, which I knew best.
Manchester Central-Sheffield Victoria-Marylebone expresses had finished in 1959/60 and local passenger services north of Rugby Central had finished on 5th March 1963.
The only daytime passenger service between Nottingham Victoria and Sheffield Victoria was the York-Bournemouth (Newcastle-Bournemouth in Summer) which laft Sheffield Victoria southbound at 11:37, as it had for as long as anyone could remember. The return train also travelled in daylight.
I therefore researched how far south on the GCR I could travel and be able to cross the platform and travel back on the return working. The answer was Rugby Central with a comfortable time there in case of delays and to explore the place.
Interestingly, when I phoned to double-check the lady in the Booking Office at Sheffield Victoria did her best to redirect me to travel to and from Sheffield Midland. When it came to it on the day the ticket clerk had to hand write Rugby Central on my ticket, which to my immense regret, I lent to a 'friend' some years later; I have not seen it since.
The day was classic February, cool and grey, but mercifully not raining. I spent the entire journey from Sheffield to Nottingham hanging out of door windows catching familiar locations from a vantage point likely to vanish forever. I was out of the windows again through subsequent stations.
At a virtually deserted Rugby Central I wandered the station and the site. After a while a pleasant voice called me from the signalbox and invited me up. I didn't need asking twice.
A magical day.
Scan0007 Killamarsh Junction
Passing Killamarsh Junction and its associated signalbox. I am facing backwards to the southern direction of travel, hanging out of a carriage door window.
The line to the right is the Waleswood Curve which enabled traffic to pass E-S and S-E without reversing, this facility was notably used by fish trains from Grimsby to southern England and South Wales. The main signals are 'Off' from my train. The diverging signal is for Killamarsh North Junction, a short distance behind the camera to the south of Killamarsh Junction! Trains which diverged there travelled a short, steep line to Killamarsh South Junction and the ex-LDECR Beighton Branch. The confusing naming came about because Killamarsh North and South Junctions and the joining track were installed in 1907 when the GCR absorbed the LDECR, by that time Killamarsh Junction had been in existence for some years, so changing its name would have involved a lot of hassle and risked dangerous confusion.
Note the thich brickwork of the 'box's base, this was extra blast protection installed in WW2, aiming to keep the equipment safe, if not the staff!
On 28th February 1965 I undertook a trip specifically to travel a route in terminal decline - the Great Central Main Line, especially the part north of Nottingham, which I knew best.
Manchester Central-Sheffield Victoria-Marylebone expresses had finished in 1959/60 and local passenger services north of Rugby Central had finished on 5th March 1963.
The only daytime passenger service between Nottingham Victoria and Sheffield Victoria was the York-Bournemouth (Newcastle-Bournemouth in Summer) which laft Sheffield Victoria southbound at 11:37, as it had for as long as anyone could remember. The return train also travelled in daylight.
I therefore researched how far south on the GCR I could travel and be able to cross the platform and travel back on the return working. The answer was Rugby Central with a comfortable time there in case of delays and to explore the place.
Interestingly, when I phoned to double-check the lady in the Booking Office at Sheffield Victoria did her best to redirect me to travel to and from Sheffield Midland. When it came to it on the day the ticket clerk had to hand write Rugby Central on my ticket, which to my immense regret, I lent to a 'friend' some years later; I have not seen it since.
The day was classic February, cool and grey, but mercifully not raining. I spent the entire journey from Sheffield to Nottingham hanging out of door windows catching familiar locations from a vantage point likely to vanish forever. I was out of the windows again through subsequent stations.
At a virtually deserted Rugby Central I wandered the station and the site. After a while a pleasant voice called me from the signalbox and invited me up. I didn't need asking twice.
A magical day.