Talk:Lymington Branch Line
From Wikipedia, the free encyclopedia
 |
This article is within the scope of WikiProject Trains, an attempt to build a comprehensive and detailed guide to rail transport on Wikipedia. If you would like to participate, you can visit the project page, where you can join the project and/or contribute to the discussion. See also: WikiProject Trains to do list |
 |
This article lacks sufficient references and/or adequate inline citations. |
| Start | This article has been rated as start-Class on the quality scale. (assessment comments) |
| Low | This article has been rated as low-importance within the Trains WikiProject. |
 |
This article is within the scope of WikiProject UK Railways. |
 |
This article needs a map. Please work with the Maps task force to create and add a map to this article. Once the requested map is added, remove the Mapneeded parameter from the {{TrainsWikiProject}} template call on this page to remove this map request. |
Should this page be called the lymington branch line, considering its connection to Brockenhurst Station as a heritage line? --JMcD 13:18, 21 July 2006 (UTC)
It isn't a heritage line as such, it's a branch line of the network operated by heritage units for reasons of electrical supply and the length of the platform at Lymington Town. Britmax 12:00, 30 July 2006 (UTC)
Formerly the branch train would use the main line for a mile or so out of Brockenhurst, leaving it at Lymington Junction where the crew would take the single line token from the signal box, that was there. However, BR electrified and extended a siding from Brockenhurst so now the branch train runs on its own line throughout. This led to the demise of Lymington Junction Box on the 19th of October 1978. The site of the box has since been occupied by a Traction Power Hut. Britmax 22:34, 26 September 2007 (UTC)
- Let's sort out some facts (remember them) from the speculation. The line was electrified in 1967. There is an electrical substation at Lymington Jn, comprising of two rectifiers (with two corresponding transformers outside the building). This substation is original to the electrification, and so it has been there since 1967. There has not (to my knowledge) been any changes at this substation (it has not moved since 1967!), so the building on the site of the signal box must be something different. The line used to operate a 4-car service, and I am sure that 8-car trains have run down there too (maybe on low power). The platforms at the pier will accomdate an 8-car, although the town can only take a 4-car.
- The reason for the shorter trains today is partly to do with the electrical supply, but not because of the branch itself. The reason is that the trains on the main line are using up the capacity of the substation, restricting what the branch can take. The reason for shortening the trains to a 3-car unit is probably more to do with passenger demand (low) and the costs for installing selective door opening (one coach less reduces the cost). In BR days, they would have used any standard 4-car unit (CIGs or VEPs), giving flexibility when diagramming trains. Canterberry 14:15, 27 September 2007 (UTC)
They did when it was busy, they used a 2-car in the winter. When I rode the branch in November 1972 token exchange still took place at the junction box. I recall seeing them demolish the box when they extended the siding in 1978. There is now an electrical box of some sort near the site. Now, I think it could have been next to the signal box when it was there but this was a while back (all right thirty years). work needed before any mention goes into the article I think. Britmax 18:12, 27 September 2007 (UTC)
Well, Canterberry, you're right as this [1] picture shows. The box was located just as the lines divide, between them, and the electrical box is on the main line. Funny how memory plays tricks on one! Britmax 18:28, 27 September 2007 (UTC)
