Good afternoon everyone. Today I'm taking you back in time 56 years, to 1969! Here I propose you the historic and famous Woodhead Electric Line, set in its last fully operational year. This is a route coming from TSC. We're in the North West/East Midlands of UK (GB at the time), between Greater Manchester, Derbyshire and South Yorkshire. The line starts from the famous Manchester Piccadilly terminal, running along the suburban section to Glossop. From here, the real regional route begins, crossing the high moorlands of the Peak District, through the Southern Pennines. The long and winding climb takes you up to the famous Woodhead Tunnels ("Hell Holes"), cutting across the mountain. Then the descent begins, which leads to Penistone and then to Sheffield. To the old Victoria station. All this passing large goods yards, steelworks, mines, viaducts and junctions with several other lines! Oh, how could I forget the dedicated Wath freight branch! This is The Woodhead Line: Manchester to Sheffield via Penistone + Wath! HISTORICAL NOTES The line opened in 1845 (private railway), later merged with the Great Central Railway (1897). In 1923 LNER took control of the infrastructure, nationalised in 1948 (BR Eastern Region). The original terminals were Sheffield Bridgehouses and Manchester Central. Sheffield Victoria (1851) and Manchester Piccadilly (1960) came later. Initially operated with steam and diesel traction, it was electrified in 1953-55. Around the same time, the third Woodhead Tunnel opened. BR operated passenger services until January 1970. From that date, passenger service was suspended (except for Glossop Line), while freight services ended in July 1981. The line was partially closed and demolished through the 80s. Today much of the tracks and structures have disappeared, but the trace remain clearly visible! GENERAL FEATURES This route had the following spec. in 1969: - 41.5mi (67km) mainline length (Manchester-Sheffield). - 14mi (22.5km) to Wath (freight only). - 5mi (8km) to Tinsley Yard (Sheffield-Tinsley). - 3mi (5km) to Reddish TMD (ECS mainly). - 1mi (1.5km) to Glossop (passenger only). Total of 64.5mi (104 km) in lenght. - Double track, standard gauge (4 ft 8+1⁄2 in/1435 mm), electrified 1.5kV DC OHLE (mainline). - Double track, standard gauge, electrified 1.5kV DC OHLE (to Wath). - Double Track, standard gauge, electrified 1.5kV DC OHLE (to Reddish TMD). - Single Track, standard gauge, electrified 1.5kV DC OHLE (to Glossop). Except for common areas, such as Sheffield (4/6 tracks) or Manchester (6 tracks). - 1:40 (2.5%) maximum gradient reached (climb up to Woodhead). - 40-75mph (64-121km/h) maximum achievable speed. The route was equipped with electro-mechanical signals (semaphores): two or three aspects. It was in those years that the first modern light signals began to appear, especially the main ones. Signalling still took place through Signalboxes. The infrastructure management, passenger and freight services were handled by British Rail (BRB), through its Eastern Region division (public company). THE ROUTE General view of the route. All the main stations/points (at the time) are present. General route diagram (unfortunately as it stands today). The following variations existed, at the time: - Reddish Depot active (on Fallowfield loop to Manchester Central). - Flowery Field unbuilt (opened in 1985). - Godley unbuilt (opened in 1986). - Godley East active (called "Godley Junction"). - Hadfield to Penistone section open. Crowden closed (1957), Woodhead closed (1964), Dunford Bridge open and Hazlehead Bridge closed (1950). - Wath Line active, except for the two stations present and the South Yorkshire Railway. - Penistone to Deepcar section open, except Wortley (1955) and Deepcar (1959). - Oughty Bridge and Wadsley Bridge closed (1959). STATIONS The route had a total of 16 active stations/stops (including Piccadilly and Victoria terminals), plus several abandoned in the previous decade. The calls were, as follow: To Liverpool and Preston. - Manchester Piccadilly (main terminal) Manchester Mayfield (parcels and newspapers terminal). To Crewe, Stafford and Buxton. - Ardwick To Huddersfield and Hope Valley lines. - Ashburys To Hope Valley line (via Brinnington). - Gorton To Reddish TMD (Fallowfield loop) and Manchester Central (terminal). - Fairfield - Guide Bridge To Huddersfield line. Dewsnap sidings (freight). To Hope Valley line. - Newton for Hyde - Godley Junction - Hattersley - Broadbottom - Dinting ---- To Glossop Central-------------------------------------------------------------------------------------------------------------- - Glossop Central (terminal) ---- To Barnsley Jn.------------------------------------------------------------------------------------------------------------------- - Hadfield (end of suburban area) Woodhead Tunnels (route summit). - Dunford Bridge Hepworth Iron and Steel (link to). Penistone Goods (freight). To Penistone line (Huddersfield). - Penistone Barnsley Junction. a--- To Wath (freight only)----------------------------------------------------------------------------------------------------------- To Penistone line (Barnsley). Wentworth Silkstone colliery (link to). Wombwell Main sidings (freight). Wath marshalling yard-TMD (freight). To Doncaster. b---To Sheffield------------------------------------------------------------------------------------------------------------------------ Stocksbridge steel works (link to). - Sheffield Victoria Nunnery Junction (Midland M.M.). Woodburn Junction (to Tinsley marshalling yard-TMD). To Lincoln (Darnall/Rotherwood sidings). The reference depots were: - Reddish TMD (passenger/freight). - Wath Shed (freight). - Tinsley TMD (freight). - Darnall LMD (passenger). STATIONS PICS Manchester Piccadilly terminal, as it looked in 1969. Left: Dinting station, with junction to Glossop Central (left). Right: Glossop Central station, one of the suburbs service terminals to/from Manchester. Left: Guide Bridge station. Right: Penistone station, node between lines to Wath and Sheffield. Please put your LIKE here first, thank you! Continue Below...
Page 2 Sheffield Victoria station, as it looked in 1969 (before its closure). PASSENGER SERVICE Taking into account the original LMR 1969-70 timetable, the situation was, as follows: - Manchester Piccadilly to Sheffield Victoria (Eastbound) [mainline] 16 services/day, of which 14x with Sheffield Victoria as terminal, 1x Cleethorpes and 1x Parkeston Quay. 1Tph, with 2Tph at 8AM, 11AM and 2PM. Some 2 hour gaps at 9AM, 12AM and 8PM. Call at: Penistone and Guide Bridge. Can also call to Dinting, Hadfield or Dunford Bridge (depends on service) - Sheffield Victoria to Manchester Piccadilly (Westbound) [mainline] 17 services/day, of which 15x from Victoria terminal, 1x from Cambridge and 1x from Parkeston Quay. 1 Tph, with 2Tph at 12AM. No time gaps. Call at: Penistone and Dinting (1x Guide Bridge). Can also call to Dunford Bridge (depends on service). - Manchester Piccailly to Glossop Central and Hadfield (Eastbound) [local stopper] 24 services/day to Hadfield (via Glossop Central) and 3 services/day to Glossop Central (only). 2 Tph, with time gap (1Tph only) at 5AM, 10AM, 14PM, 19PM and 21-23PM. Calls at: Ardwick, Ashburys, Gorton, Fairfield, Guide Bridge, Newton for Hyde, Godley Junction, Broadbottom, Dinting, Glossop Central (some ended here) and Hadfield. - Hadfield and Glossop Central to Manchester Piccadilly (Westbound) [local stopper] 24 services/day from Hadfield (via Glossop Central) and 3 services/day from Glossop Central (direct). 2 Tph, with time gap (1 Tph only) at 5AM, 10AM, 12AM, 14PM, 15-17PM and 19-23PM. Calls at: Glossop central (some started here), Dinting, Broadbottom, Godley Junction, Newton for Hyde, Guide Bridge, Fairfield, Gorton, Ashburys, Ardwick and Manchester Piccadilly. Including the following additional services: - Sheffield Midland/Chinley/New Mills Central to Manchester Piccadilly (via Ashburys) [semi-fast] 44/46 services/day in each direction, AI only from Piccadilly to Ashburys--->Hope Valley Line. - London St. Pancras/Nottingham Midland to Manchester Piccadilly (via Woodburn Jn.) [mainline] 5 Services/day from/to London and 2 Services/day from/to Nottingham. Driveable, from Piccadilly to Woodburn Jn. (since summer '69). Non-stop service on this line. Plus all services on Sheffield/Manchester areas. FREIGHT SERVICE Freight service on this route included eastbound/westbound coal/steel trains. Express parcels and mixed services were also present. Here are some examples of the time: - Rotherwood sidings to Mottram yard (coal) - Wombwell Main sidings to Mottram yard (coal) - Ashburys to Rotherwood sidings (parcels) - Godley Jn. to Barnsley Jn. (coal empties) - Barnsley Jn. to Mottram yard (coal) - Dewsnap sidings to Wombwell Main sidings (mixed) - Wombwell Main sidings to Godley Jn. (steel) - Dewsnap sidings to Wath marshalling yard (coal empties) - Wath marshalling yard to Mottram yard (steel) - Tinsley marshalling yard to Penistone goods (steel empties) Plus some shunting activities: - Hepworth Iron & Steel<->Penistone goods - Wentworth Silkstone Colliery<->Wombwell Main sidings/Wath marshalling yard - Stocksbridge steel works<->Tinsley marshalling yard - Manchester Mayfield parcels<->Manchester Piccadilly ROLLING STOCK At the time, it was possible to see the following rolling stock on this line: - BR Class 76 EM1 DC electric locomotive and BR Class 08 Diesel-electric shunter. The first was a DC electric locos class, built for BR (1950-54). Intended for the Woodhead line (58 specimens, 57 in service in 1969), they were 1.5kV DC OHLE powered. M.U., Clearcall (multiple control) and regenerative braking fitted on board. Their max speed was 65mph (105km/h). The second is our good, old general-purpose shunter. Built in 1952-62 (996 specimens), it was fitted with a naturally aspirated I6 diesel engine, coupled to DC electric transmission. There were about 10 units in this area (yards/sidings). Their max speed was 15mph (24km/h). In 1969 Class 76s were available both in the old BR Green and the new BR Blue liveries. The same was about 08s. - BR Class 506 EMU. Old EMUs class, built for BR in 1950. Specifically designed for the Woodhead line (8 trainsets), it was closely related to the Class 306. It was only used on the Manchester-Glossop Central-Hadfield (suburban) stretch. It was 1.5kV DC OHLE powered, 3 cars fitted and its max speed was 75mph (121km/h). It also had multiple control (up to 2 units). In 1969 it was available both in BR Corporate Blue and BR Blue-Gray liveries. - BR Mk1 Standard passenger coach and BR Mk1 GUV General utility van. The first was the famous series of standard coaches, built for BR in 1951-63 (1400+ passenger specimens). There were several variants of it, but we can say that on the Woodhead line (1969) there were racks of: - TSO (Tourist Second Open), 2nd class saloon coach. - BSO (Brake Second Open), 2nd class saloon/brake coach. - FK (First Corridor), 1st class corridor coach. - BG (Gangwayed Brake), luggage/brake coach. Their max speed was 90mph (140km/h). The second was a particular MK1 variant, specifically designed for parcels, mails and newspapers transport. Built for BR in 1956-60 (907 specimens), it was present here in its NKV version ("Express Parcels"). Its max speed was 70mph (113km/h). In 1969, the First Mk1s were available both in BR Maroon and BR Blue-Grey liveries. While the second in BR Corporate Blue one. - BR HAA 33T (hopper), HOP 21T (hopper), MCV 16T (medium-sided) and Toad E 20T (brake van) freight wagons. This was the old freight stock in use on this route. The last three were LNER-built wagons, while the first was built for BR in the early 60s (MGR support). Their use was truly widespread here! Other freight wagons were also present, such as flatbeds (steel products) etc... LAYERS - BR Class 100/101 and 104 (on Buxton and Huddersfield lines services, AI only). BR Corporate Blue and BR Blue-Grey liveries. - BR Class 110/111 and 114 (on Hope Valley and Midland Main line services, AI only). BR Corporate Blue and BR Blue-Grey liveries (someone still BR Green). - BR Class 25 "Rat" (widely used in the area at the time, both on services to Parkeston Quay/Cleethorpes and on outbound freight, Driveable). BR Blue livery. - BR Class 40 "Whistler" (same duties as Class 25, Driveable). BR Green and BR Blue liveries. - BR Class 44/45 "Peaks" (On direct services to London & Nottingham, Driveables). BR Blue livery. Class 105s were also present in the area (Sheffield-Lincoln). Continue Below...
Page 3 STRENGTHS AND WEAKNESSES STRONG POINTS - The route is long and unlinear, with long, steep climbs and rather fast and wide bends. - Good number of services during day. Around 95 drivable passenger services/day + dozens of freight/shunting ones. - Good amount of AI services, some of them already representable with the in-game stock. - Presence of freight trafic/shunting activities (lot of). - Perfect time setting (1969), in the transition period from BR Green to BR Blue, year of closure of the Manchester Central terminal and the last year of passenger operations here. - Presence of the dedicated freight branch of Wath (Increases route articulation). - Beautiful route setting, with urban, suburban, countryside/hilly sections and typical High Pennine moorlands. - Presence of the famous "Hell Holes" (Woodhead Tunnels) and the historic Sheffield Victoria station (now partly disappeared). - The dense, detailed urban area is offset by the Moorlands, which requires much less graphic detail. - BR Class 101,104, 08, 40 and 45 already present in-game (reskin only?). - BR Mk1s, MCV 16T and Toad E 20T already present in-game (+ other secondary freight stock). - Possibility to reuse some newly introduced stock on other classic UK routes. - Possibility to convert 506 to 306 (on a future route?). WEAK POINTS - Many of the stations/stops on the central/Sheffield sections were already closed at the time (since 50s). - Mayfield Terminal already closed at the time (parcels/newspapers only). - Class 76 cannot be used outside this line (1.5kV DC only). - Class 77 was already out of service at the time (since 1968). - Missing some necessary layers (from future routes?). ROUTE PICS Left: Woodhead Tunnels, located at the namesake station. Note the entrance gates, on western side of the Northern Peak District. Right: Reddish TMD, largest depot in this Manchester area (opened in 1954). Left: Tinsley Marshalling Yard, largest goods yard in the Sheffield district. Right: Wath Marshalling Yard, located at the north-east end of the related freight branch. Both were equipped with an independent loco shed. Left: Rotherwood Sidings, located on the first miles of the Sheffield-Lincoln Line, it constituted the extreme goods interchange point of this route. Right: Dewsnap Sidings, located between Guide Bridge and Newton for Hyde. Another important freight interchange point on this route. Left: Dinting Viaduct, just before the junction towards Glossop. Right: Oxpring Viaduct, past the Wath branch begin. They constitute (still visible today) the two different examples of railway structure on this line: stone/concrete and mixed stone/concrete-metal box beams. Left: Torside/Woodhead Reservoirs, located along the River Etherow (leaving Hadfield to East). Note the trace of our line (on right). Part of the Longdendale Chain. Right: Stocksbridge Steel Works, near Deepcar. Very important iron & steel hub of the time. ROUTE VIDEOS 1965 Sheffield Victoria-Manchester Piccadilly cabride (with commentary). BR Class 77 (EM2)+Mk1 rack. Wath branch cabride (towards Barnsley In.)(with commentary). Probably late 70s. Trainspotting at Manchester Piccadilly (with commentary). 1976 video (with late-60s/70s footage). All RIGHTS and CREDITS reserved to the original authors. CONCLUSIONS Turn back the clock to 1969! When the new BR Blue was replacing the old BR Green, in the mountains east of Manchester. Take control of the unique Class 76, the cornerstone of the (unlucky) DC OHLE traction in The UK. Running the daily mainline passenger services between the big city and Sheffield. Test your skills as a driver on the heavy freight trains to and from South Yorkshire, braving the gradients to Woodhead and Wath! Don't forget the suburban services on the Glossop Line (here revisited in a "vintage" key), enjoying the "new" Class 506 (and the numerous shunting activities in the various yards/sidings along the way!). This route will offer you everything a BR Era lover are looking for! This is The Woodhead Line: Manchester to Sheffield via Penistone + Wath! Caravatt.
Absolutely outstanding suggestion. I second this 100%. As a caveat, it must have Class 76, 77 and 506 motive power as a bare minimum. A small detail as a side note, the Midland Blue Pullman sets were stored and maintained at Reddish Depot which would be awesome if we were to ever get them for Peak Forest and DLoGW (where they both fit perfectly). My money is waiting to be taken.
Great write-up! I could totally see this being a Just Trains project, and seeing them execute it very well!
As long as it's set in a time with all the stations still in operation, yes please! Awesome suggestion.
This would be a great route if made properly. The climb from Wath to Penistone would be a lot of fun for anyone who likes pulling heavy fright up hills
Having it just a year or two earlier would allow inclusion of Class 77 Co-Co locomotives for passenger services. This route would be somewhat incomplete without them.
Sure, setting it in 1967/68 wouldn't be a problem! 77 had double the horsepower and a 90mph top speed. Let's say we could consider it like the 87, while 76 the 86 of the case. Thanks for the Blue Pullmans detail, I didn't know that! Oh, that's for sure! The JT electric traction saga (DC this time) must go on, right? It would be enough to set it in the BR Green era, before 1957-64. In the 50s all stops were open! But a Stanier 8F and a Robinson O4 would also be needed, as steam locos! Yes, freight would be really challenging to manage here!
Love this suggestion! The only obstacle I can see is DTG not committing to this if they claim 'older routes don't sell well'.
Isn't this a TSC route that is requested heavily in the Game? There's also an earlier version of Woodhead in TSC with GT1 loco why not have that version in TSW 5. To operate classes 77/76 check TSC forums on how to use them
As another side note, if we were to get the complete route with Tinsley Marshalling Yard included, it would be awesome to have the unique trio of Class 13 master/slave shunters at some point. Realistically these were a pair of semi permanently coupled and ballasted Class 08s specifically for the unique requirements of Tinsley.
Well, it's already been suggested, at least four times here, so... As for the GT3, I'd say it would be interesting. A hybrid between an old steam engine chassis and a modern (at the time) turbine propulsion! MORE PICS Small photo dump from late 60s (1968-69), with Class 76s and 77s in action on the Woodhead Line! Class 76+Class 506 EMU at Manchester Piccadilly (Oct. 1969) / E26000 (76) "Tommy" (prototype)+Class 45 at Sheffield Victoria (Sept. 1969). Class 76 at Hadfield (freight train, Dec. 1969) / Class 77 (in an early BR Blue livery) at Penistone (1968). Pair of 77s at unknown depot (1968) / Group of 76+ Class 47 at Wath TMD (Aug. 1969). Class 76 leading a freight consist near Crowden (Sept. 1969) / 76+Mk1s at Bullhouse (Aug. 1969). I wish you a good weekend!
i was just thinking about this route the other day, so glad someone finally suggested it. This screams Just Trains. I 100% want this, and it would definitely be a first day purchase for me!
