Conversion of Newcastle - Carlisle Rly to left hand running

[2192]

The N&CR was right hand running until absorption by the NER, and it was converted in stages to the more usual left hand running in 1863 and 1864 (G Whittle's book "the N&CR" p40 & 125 pub.1979). How big a job would that have been in 1863/64?

1. Were signals interlocked with points in those days?
2. Trailing crossovers would become facing -- did they have an aversion to facing crossovers then?
3. Did facing points have locking bars in those days?
4. Would the change have needed Board of Trade permission? (Thanks in advance.)

 

[Ken H]

The N&CR was right hand running until absorption by the NER, and it was converted in stages to the more usual left hand running in 1863 and 1864 (G Whittle's book "the N&CR" p40 & 125 pub.1979). How big a job would that have been in 1863/64?

1. Were signals interlocked with points in those days?
2. Trailing crossovers would become facing -- did they have an aversion to facing crossovers then?
3. Did facing points have locking bars in those days?
4. Would the change have needed Board of Trade permission? (Thanks in advance.)

How on earth do your convert from right to left hand running 'in stages'?

 

[2192]

Page 125 of the book says they converted from Carlisle to Milton (ie Brampton Junction) at the start of 1863, and the rest of the line on 7th March 1864. Presumably they had suitable crossovers at Milton.

 

[The exile]

How on earth do your convert from right to left hand running 'in stages'?

Might not be applicable to the Newcastle and Carlisle, but any sections of single line would make obvious breaks - as would any station which had a platform on one running line only (more common in the early days than now, or at least "now" until anomalies like Pilning and Polesworth stated to arise, and they're not quite the same beast anyway).

 

[hexagon789]

Page 125 of the book says they converted from Carlisle to Milton (ie Brampton Junction) at the start of 1863, and the rest of the line on 7th March 1864. Presumably they had suitable crossovers at Milton.

Might not be applicable to the Newcastle and Carlisle, but any sections of single line would make obvious breaks - as would any station which had a platform on one running line only (more common in the early days than now, or at least "now" until anomalies like Pilning and Polesworth stated to arise, and they're not quite the same beast anyway).

The line was originally single in two sections between the following stations: between Stocksfield & Hexham and between Gilsland (since closed) & Milton. Not sure when it was doubled throughout.

 

[Gloster]

Some vague thoughts based on accumulated knowledge, so not guaranteed to be complete or even right.

1 Only in a very rudimentary fashion.
2 Probably not as much as later on.
3 Again probably only in a rudimentary fashion.
4 I don’t know if they would have needed permission in advance, but they would probably have at least had to advise the BoT of what they were going to do. A certain amount would depend on what restrictions or requirements were included in the original act.

 

[Spartacus]

The last sections were reportedly doubled in 1844, 8 years after the line was completed as a through route, which was done bit by bit anyway. I dare say that the way the line was opened in sections, with part being single track, would have aided it being swapped from right and to left hand running in sections also.

That said, there were only 4 through passenger services a day, and with the line being considerably cheaper, quicker and easier than any alternative, any delays brought about by the works would have been pretty inconsiderable compared to the alternatives available.