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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)[reply]

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)[reply]

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)[reply]

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)[reply]

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)[reply]


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)[reply]

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Move discussion in progress

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Rolling stock issues

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Excuse my ignorance, but in the second paragraph of "Rolling Stock" this article launches into what SWT did. I fully accept that vast explanations of acronyms can be annoying when it is obvious, but what is SWT? Wiki articles are to explain stuff to people who don't know.

Secondly "the reduction of the 4 carriage units to 3 carriages" was "to address the extreme height difference between the train and the platform at Lymington Town." How does shortening a train alter the step height difference? If the answer is "The usable length of the platform is only three coaches." that's a quite different matter. Afterbrunel (talk) 07:26, 28 January 2023 (UTC)[reply]

I've had a shot at this; maybe someone who knows more about it than me, would see if some citations could be added. At present it's mostly original research and a trainspotter's list. I think the horrible line diagram is wrong, by the way, Ampress and Shirley have been reversed. Afterbrunel (talk) 10:37, 29 January 2023 (UTC)[reply]
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