Рет қаралды 2,358
In part 2 we are in Penistone. Here we can find the old Penistone station platforms as well as the turntable and tank ramps.
We start at the exit to Thurgoland tunnel, where were left you in part 1 of this series. Immediately we cross the Rumtickle viaduct over the River Don. Next up is the Blackmoor crossing, a former small gated level crossing.
After a straight section through the village of Oxspring, we reach the outskirts of Penistone. Once an important junction with the Wath arm of the electrified woodhead railway and host to a number of sidings and marhalling yards. We see remains of World War 2 history with the WW2 tank ramp. Used to unload tank for training in preperation for the D-day landings. In the same section of sidings from the tank ramp is the disused turntable. Now only a shell, but dates back to the time when steam met electric to carry the coal wagons over the Pennines via the Woodhead tunnel.
After leaving the turntable in the woods, we approach Huddersfield junction, where the Huddersfield line leaves. Here you'll find Penistone station, still partly in use on the Sheffield, Barnsley and Huddersfield line. However, half of the station is abandoned with platforms from our Woodhead line overgrown. Platforms and old station buildings (on one side) still remain.
The line opened in 1845, built by the Sheffield, Ashton-under-Lyne and Manchester Railway. It became part of the Manchester, Sheffield & Lincolnshire Railway in 1847. In 1897 it became part of the Great Central Railway (GCR) and it’s mainline between Manchester and London (via Sheffield, Nottingham, Leicester). In 1923, it was grouped under LNER (London North Eastern Railway). Before upon nationalisation moving under British Railways in 1948.
Before the outset of WW2, plans were drawn up to electrify the section of the GCR between Manchester and Wath and Sheffield. Steam hauled heavy freight trains were struggling over the steep gradients on the line at the time. The project was delayed by the war, but was completed in 1955. The overhead wires energised at 1,500 volts DC. Whilst this was tried and tested technology (and is still standard in the Netherlands), the comparatively low voltage meant that a large number of electricity substations and heavy cabling would be required. It also made regenerative braking by transfer of power from descending to ascending trains in the same section of line comparatively straightforward.
Having seen major investment in the 1950s, the line was controversially closed to passenger traffic on 5 January 1970. Freight continued until 1981 when the line was mothballed. The tracks were ripped up in the following years.
Become a channel member - kzbin.info...
Buy me a coffee - ko-fi.com/wobblyrunner
Facebook - / wobbly.runner
Instagram - / wobbly.runner