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[[File:Tadpole unit at guildford.jpg|thumb|right|A "Tadpole" unit, narrow end toward camera]] |
[[File:Tadpole unit at guildford.jpg|thumb|right|A "Tadpole" unit, narrow end toward camera]] |
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The route between Reading and Redhill was not electrified, apart from short stretches which were shared with other routes. The Beeching report recommended closure; but the line was reprieved, provided that costs could be reduced. The steam-hauled services were to be withdrawn, but money was not available for new Diesel trains. Instead, in 1964, six three-car trains were provided by putting together spare coaches from elsewhere on the network: twelve came from disbanded [[British Rail Class 201|6-S]] units on the Hastings line, six of which had Diesel engines and driving cabs; there were also six driving trailers from [[British Rail Class 416|2-EPB]] electric trains available. One coach of each type was coupled together to form a three-car unit; these were officially designated the [[British Rail Class 206|3-R units]], but were popularly known as "tadpoles" because the former EMU driving trailer was noticeably wider than the two Hastings coaches.{{sfn|Haresnape|1986|pp=26-28}} |
The route between Reading and Redhill was not electrified, apart from short stretches which were shared with other routes. The Beeching report recommended closure; but the line was reprieved, provided that costs could be reduced. The steam-hauled services were to be withdrawn, but money was not available for new Diesel trains. Instead, in 1964, six three-car trains were provided by putting together spare coaches from elsewhere on the network: twelve came from disbanded [[British Rail Class 201|6-S]] units on the Hastings line, six of which had Diesel engines and driving cabs; there were also six driving trailers from [[British Rail Class 416|2-EPB]] electric trains available. One coach of each type was coupled together to form a three-car unit; these were officially designated the [[British Rail Class 206|3-R units]], but were popularly known as "tadpoles" because the former EMU driving trailer was noticeably wider than the two Hastings coaches.{{sfn|Haresnape|1986|pp=26-28}} |
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The Diesel service was introduced between Reading and {{stnlnk|Tonbridge}} on 4 January 1965. The service was second-class only, with a normal off-peak service interval of 60 minutes. Most trains consisted of one "Tadpole" unit, but a few services were operated using Diesel locomotives hauling ordinary coaches.{{sfn|Cooke|1965|loc=Reading-Tonbridge line dieselisation, p.51}} |
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==Routes== |
==Routes== |
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*{{cite book |last=Bolger |first=Paul |title=BR Steam Motive Power Depots: SR |year=1983 |month=June |publisher=[[Ian Allan]] |location=Shepperton |isbn=0 7110 1274 1 |ref=harv }} |
*{{cite book |last=Bolger |first=Paul |title=BR Steam Motive Power Depots: SR |year=1983 |month=June |publisher=[[Ian Allan]] |location=Shepperton |isbn=0 7110 1274 1 |ref=harv }} |
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*{{cite book |last=Bradley |first=D.L. |title=The Locomotive History of the South Eastern Railway |year=1985 |month=September |edition=2nd |origyear=1963 |publisher=[[Railway Correspondence and Travel Society|RCTS]] |location=London |isbn=0 901115 48 7 |ref=harv }} |
*{{cite book |last=Bradley |first=D.L. |title=The Locomotive History of the South Eastern Railway |year=1985 |month=September |edition=2nd |origyear=1963 |publisher=[[Railway Correspondence and Travel Society|RCTS]] |location=London |isbn=0 901115 48 7 |ref=harv }} |
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*{{cite journal |editor-last=Cooke |editor-first=B.W.C. |year=1965 |month=January |title=Notes and News |journal=[[The Railway Magazine|Railway Magazine]] |volume=111 |issue=765 |publisher=Tothill Press |location=London |issn= |ref=harv }} |
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*{{cite book |last1=Dendy Marshall |first1=C.F. |last2=Kidner |first2=R.W. |title=History of the Southern Railway |year=1963 |origyear=1937 |publisher=[[Ian Allan]] |location=Shepperton |isbn=0 7110 0059 X |ref=harv }} |
*{{cite book |last1=Dendy Marshall |first1=C.F. |last2=Kidner |first2=R.W. |title=History of the Southern Railway |year=1963 |origyear=1937 |publisher=[[Ian Allan]] |location=Shepperton |isbn=0 7110 0059 X |ref=harv }} |
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*<cite id=CITEREFGodfrey1994>{{cite map |publisher=Alan Godfrey Maps |title=Berkshire Sheet 37.03: Reading 1898 |year=1994 |scale=1:4340 |series=Old Ordnance Survey Maps: The Godfrey Edition |isbn=0-85054-703-2 }}</cite> |
*<cite id=CITEREFGodfrey1994>{{cite map |publisher=Alan Godfrey Maps |title=Berkshire Sheet 37.03: Reading 1898 |year=1994 |scale=1:4340 |series=Old Ordnance Survey Maps: The Godfrey Edition |isbn=0-85054-703-2 }}</cite> |
Revision as of 18:13, 4 November 2009
Reading Southern | |
---|---|
General information | |
Location | Reading |
Platforms | 4 |
History | |
Original company | South Eastern Railway |
Pre-grouping | South Eastern and Chatham Railway |
Post-grouping | Southern Railway |
Key dates | |
1855 | Opened |
1 January 1939 | Electrified |
6 September 1965 | Closed to passengers |
September 1970 | Closed to goods |
Reading Southern railway station was the western terminus of the South Eastern Railway's route from Redhill. It was also used by London and South Western Railway services from London Waterloo.
History
The line from Reading to Redhill was built by the Reading, Guildford and Reigate Railway, and was opened in stages: the section from Reading to Farnborough was opened on 4 July 1849,[1] with the last section being opened on 15 October 1849.[2][3] From the start, the RG&RR was worked by the South Eastern Railway (SER),[1] which absorbed it in 1852.[4][1] At first the SER trains served a temporary station at North Forbury before moving into its own separate permanent terminal station in 1855.[citation needed]
Reading was already served by the Great Western Railway (GWR), and the SER station was situated west of Vastern Road, on the corner of Blagrave Street and Station Road, adjacent to but south-east of the GWR station,[5] and at a slightly lower level.
The Staines, Wokingham & Woking Junction Railway (SW&WJR) opened a line between Staines and Wokingham (Staines Junction) on 9 July 1856; the SW&WJR was worked by the London and South Western Railway, and they were authorised to run over the SER into Reading.[6][7] In this way Reading gained a service into London Waterloo station. The SW&WJR was absorbed by the LSWR in 1878.[7]
The original station did not last long, since it was destroyed by fire in 1859 after being struck by lightning.[8] A replacement was built, which had two platform faces; it was enlarged in 1896 by the provision of two more faces following the resiting of the locomotive shed.[8]
Later years and closure
In 1899 the South Eastern Railway handed over its operations to a new organisation co-owned with the London, Chatham and Dover Railway, which traded as the South Eastern and Chatham Railway; the line and station continued to be owned and maintained by the SER.[9] In 1923, the LSWR and SER amalgamated, together with other railways including the LCDR (and thus the SE&CR), to form the Southern Railway, which assumed complete control of Reading station and its approaches.[10]
At Nationalisation, the Southern Railway effectively became the Southern Region of British Railways,[11] and things continued more or less as before; but the station (originally named simply Reading) was renamed Reading Southern, to distinguish it from the adjacent Western Region (ex-GWR) station (which became Reading General at the same time).[12] Reading Southern was transferred to Western Region control in March 1965; within a few months the new management had decided to spend £250,000 on works to divert the services into Reading General, which would allow the Southern station to be closed.[13]
In the station's final arrangement, there were four platforms;[5][14] east of Vastern Road were a locomotive depot on the north side of the line, and a goods shed and sidings on the south side.[15]
The passenger station was closed on 6 September 1965, with services being diverted into Reading General; most (including all the electric services) then used a newly-built platform 4A at the latter station.[8] It was intended that the non-electric services would use the older platforms at Reading General; but in practice, these used platform 4A as well.[13] Freight continued to be handled until September 1970, when all goods services were withdrawn except for the Huntley & Palmer's biscuit traffic, which lasted until April 1979.[8]
After demolition the site of the passenger station was used as a car park for Reading General. In 1989 a new concourse for Reading station was built there, and no trace now remains of the former SER station.
Connections between the SER and GWR routes
The first connection, 71 chains (1,400 m) in length, was laid in from some sidings on the north side of the GWR line, burrowing under that line, connecting with the SER line facing east; none of it was owned by the SER: the LSWR owned the easternmost 9 chains (180 m) and the GWR the remainder. It connected into the GWR main line to the west of the station, and since there were no platforms on the connection, it was primarily used for goods trains, being first used on 1 December 1858.[6]
A second connection was built to the west of the first one, and was opened on 17 December 1899. This was quite steep.[14]
A third connection to the east of the previous two was opened on 26 May 1941, and like the second allowed trains stopping in the GWR station to run to or from the SER line.[14]
When the SER station closed in 1965, the connection built in 1899 was relaid to allow the services over the former SER line to run into the newly-built Platform 4A at Reading General.[14]
Locomotive Depot
The SER built an engine shed adjacent to the station in 1852. It was replaced by another structure in 1875, and re-roofed in the early 1950s. Like the station, it closed in 1965.[16]
The 1875 depot was constructed on the north side of the line, situated to the east of Vastern Road between the SER and GWR lines. It had a brick-built shed, with three tracks, one of which was used by the LSWR. The turntable was replaced at some time between 1925 and 1933[when?] by one of 65 feet (20 m) diameter. About twenty locomotives were based at Reading; the allocation fell from 22 to 17 upon electrification in 1939.[17] Locomotive classes allocated in 1950 were mostly ex-SECR types: they included eight 2-6-0s of the SR U class; seven 4-4-0s, mostly of the SECR D class; and two 0-6-0T shunting engines of the SECR R1 Class. Following Nationalisation, the code 70E was allotted to Reading depot in 1950, which it retained until 1959, when it became a sub-shed of Basingstoke.[18] The depot was reduced in importance in May 1954, when most of the locomotives were transferred away leaving just two shunting engines, but complete closure did not occur until January 1965.[17][18]
Electrification
Several electrification schemes were proposed by the Southern Railway in 1937, which included the route from Staines to Reading.[19] As part of these works, new berthing sidings were provided at Reading. The electric service from Waterloo was introduced on 1 January 1939; trains were every 20 minutes at peak times and every 30 minutes off-peak and on Sundays; most trains ran non-stop between Waterloo and Staines, and the total journey time was 75 minutes.[20]
The electric trains bore headcodes to inform both passengers and staff of the route, origin and destination of the train, but not necessarily the direction. Several were used: for example, in March 1939, trains running between Waterloo and Reading bore number 27 if running via Brentford, or 28 if running via Richmond.[21] The main codes remained unchanged for several years but there were occasional amendments particularly for special trains; in the 1950s, specials between Reading and Ascot were no. 18,[22] and in 1961, specials between Reading and Bognor or Littlehampton were no. 41 if running via Ascot, Aldershot, Guildford and Havant; or 42 if via Chertsey, Worplesdon and Havant.[23] If the train was equipped to show only letters as headcodes instead of numbers, letter L was used for all services between Reading and Ascot or Waterloo, sometimes with two dots or a bar above the letter to denote different destinations or routes.[22]
Maintenance of the electric trains was carried out at Durnsford Road (Wimbledon),[citation needed] but the sidings at Reading were used to stable electric trains overnight and at off-peak hours; for example, in Summer 1955, six two-car units (of a type known as 2-BIL) would be left in the sidings overnight.[24]
Dieselisation
The route between Reading and Redhill was not electrified, apart from short stretches which were shared with other routes. The Beeching report recommended closure; but the line was reprieved, provided that costs could be reduced. The steam-hauled services were to be withdrawn, but money was not available for new Diesel trains. Instead, in 1964, six three-car trains were provided by putting together spare coaches from elsewhere on the network: twelve came from disbanded 6-S units on the Hastings line, six of which had Diesel engines and driving cabs; there were also six driving trailers from 2-EPB electric trains available. One coach of each type was coupled together to form a three-car unit; these were officially designated the 3-R units, but were popularly known as "tadpoles" because the former EMU driving trailer was noticeably wider than the two Hastings coaches.[25]
The Diesel service was introduced between Reading and Tonbridge on 4 January 1965. The service was second-class only, with a normal off-peak service interval of 60 minutes. Most trains consisted of one "Tadpole" unit, but a few services were operated using Diesel locomotives hauling ordinary coaches.[26]
Routes
Preceding station | Disused railways | Following station | ||
---|---|---|---|---|
Earley | Southern Railway South Eastern Railway |
Terminus |
See also
- London and South Western Railway
- Reading railway station
- Reading West railway station
- South Eastern and Chatham Railway
- South Eastern Railway
- Southern Railway
Notes
- ^ a b c Kidner 1982, p. 6.
- ^ Dendy Marshall & Kidner 1963, p. 289.
- ^ Bradley 1985, p. 5.
- ^ Nock 1971, p. 20.
- ^ a b Godfrey 1994.
- ^ a b Kidner 1982, p. 7.
- ^ a b Matthews 2006, p. 32.
- ^ a b c d Matthews 2006, p. 30.
- ^ Dendy Marshall & Kidner 1963, p. 355.
- ^ Dendy Marshall & Kidner 1963, p. 391.
- ^ Dendy Marshall & Kidner 1963, p. 456.
- ^ Matthews 2006, pp. 29, 30.
- ^ a b Kidner 1982, p. 27.
- ^ a b c d Kidner 1982, p. 20.
- ^ Kidner 1982, p. 19.
- ^ Griffiths & Smith 1999, p. 40.
- ^ a b Hawkins & Reeve 1979, p. 68.
- ^ a b Bolger 1983, p. 15.
- ^ Moody 1958, pp. 63–64.
- ^ Moody 1958, p. 75.
- ^ Waterer 1998, p. 55.
- ^ a b Waterer 1998, p. 45.
- ^ Bailey 1999, p. 40.
- ^ Waterer 1998, p. 78.
- ^ Haresnape 1986, pp. 26–28.
- ^ Cooke 1965, Reading-Tonbridge line dieselisation, p.51.
References
- Bailey, M.R. (1999) [1961]. The abc of British Railways Headcodes (1st ed.). Shepperton: Ian Allan. ISBN 0 7110 2696 3.
{{cite book}}
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ignored (help) - Bolger, Paul (1983). BR Steam Motive Power Depots: SR. Shepperton: Ian Allan. ISBN 0 7110 1274 1.
{{cite book}}
: Invalid|ref=harv
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ignored (help) - Bradley, D.L. (1985) [1963]. The Locomotive History of the South Eastern Railway (2nd ed.). London: RCTS. ISBN 0 901115 48 7.
{{cite book}}
: Invalid|ref=harv
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ignored (help) - Cooke, B.W.C., ed. (1965). "Notes and News". Railway Magazine. 111 (765). London: Tothill Press.
{{cite journal}}
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ignored (help) - Dendy Marshall, C.F.; Kidner, R.W. (1963) [1937]. History of the Southern Railway. Shepperton: Ian Allan. ISBN 0 7110 0059 X.
{{cite book}}
: Invalid|ref=harv
(help) - Berkshire Sheet 37.03: Reading 1898 (Map). 1:4340. Old Ordnance Survey Maps: The Godfrey Edition. Alan Godfrey Maps. 1994. ISBN 0-85054-703-2.
- Griffiths, Roger; Smith, Paul (1999). The directory of British engine Sheds and Principal Locomotive Servicing Points: 1. Oxford: Oxford Publishing Co. ISBN 0860935426.
{{cite book}}
: Invalid|ref=harv
(help) - Haresnape, Brian (1986). British Rail Fleet Survey 9: Diesel Multiple-Units - the second generation and DEMUs. Shepperton: Ian Allan. ISBN 0 7110 1604 6.
{{cite book}}
: Invalid|ref=harv
(help) - Hawkins, Chris; Reeve, George (1979). An Historical Survey of Southern Sheds. Headington: Oxford Publishing Co. ISBN 0 86093 020 3.
{{cite book}}
: Invalid|ref=harv
(help) - Kidner, R.W. (1982) [1974]. The Reading to Tonbridge Line. Locomotion Papers (3rd ed.). Salisbury: The Oakwood Press. ISSN 0305-5493.
{{cite book}}
: Invalid|ref=harv
(help) - Matthews, Rupert (2006). Lost Railways of Berkshire. Newbury: Countryside Books. ISBN 1-85306-990-6.
{{cite book}}
: Invalid|ref=harv
(help) - Moody, G.T. (1958) [1957]. Southern Electric: The history of the world's largest suburban electrified system (2nd ed.). Hampton Court: Ian Allan.
{{cite book}}
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ignored (help) - Nock, O.S. (1971) [1961]. The South Eastern and Chatham Railway. Shepperton: Ian Allan. ISBN 0 7110 0268 1.
{{cite book}}
: Invalid|ref=harv
(help) - Waterer, Graham (1998). Southern Electrics: A view from the past. Shepperton: Ian Allan. ISBN 0-7110-2621-1.
{{cite book}}
: Invalid|ref=harv
(help)
Further reading
- Nock (1965) The London & South Western Railway
- Williams (1968) The London & South Western Railway, vol. 1
- Williams (1973) The London & South Western Railway, vol. 2
- Faulkner & Williams (1988) The LSWR in the Twentieth Century
- Railway Magazine, June 1965, p. 357 Reading General to take Southern's trains.