Meon vodiysi temir yo'li - Meon Valley Railway

[ v t e ] Meon vodiysi temir yo'li
Afsona
Basingstoke va Alton Light Railway ga Beysstuk Alton Alton chizig'i ga Brukvud Watercress liniyasi ga Alresford Tugmalar birikmasi Farringdon Xalt Tisted Privett Privett tunnel ( 1056 yd 966 m ) G'arbiy Meon tunnel G'arbiy Meon Viadukti ustida Meon daryosi G'arbiy Meon Droksford Mislingford tovar ombori Meon daryosi Vikem Eastleigh-Fareham liniyasi ga Istli Noule birikmasi Meon daryosi Nouel Xalt Avvalgi pastadir chizig'i G'arbiy qirg'oq chizig'i ga Sautgempton Markaziy Farexem G'arbiy qirg'oq chizig'i ga Brayton Farexem - Gosport liniyasi ga Gosport

The Meon vodiysi temir yo'li (MVR) ichida temir yo'l bo'lgan Xempshir, Uchun yugurgan Angliya 22 ¹⁄₄ mil (35,8 km) oralig'ida Alton va Farexem, kursni diqqat bilan kuzatib boring Meon daryosi.^[1] Uning shimoliy qismida (Alton) u bilan qo'shildi O'rta Xants temir yo'li ga Vinchester, Alton Line ga Brukvud va Basingstoke va Alton Light Railway. "Farexem" da bu Eastleigh-dan Fareham Line-ga, G'arbiy qirg'oq chizig'i va chiziq Gosport. 1896 yilda temir yo'lga ruxsat berildi va 1903 yilda ochildi, shu bilan u Buyuk Britaniyada magistral standartlar asosida qurilgan har qanday o'lchamdagi so'nggi temir yo'llardan biriga aylandi. Yo'lovchilarga xizmat ko'rsatish 1955 yil 5 fevraldan keyin olib tashlandi va yo'nalish 1968 yil 13 avgustda to'liq yopildi.

Fon

G'arbiy Meon janubidagi katta g'ishtli ko'prik. Arkning pastki qismi tosh bilan qoplangan va ko'prik ikki yo'lli sig'adigan darajada keng ekanligiga e'tibor bering - MVR qurilgan ta'sirchan magistral standartlarining barcha dalillari.

Meon vodiysida 19-asrning o'rtalarida va oxirida temir yo'llarni qurish rejalari bo'lgan. The Meon vodiysi dan eng to'g'ri yo'nalishlardan birini tashkil etdi London ga Portsmut, lekin asl nusxasi Janubi-g'arbiy magistral yo'nalish orqali o'tdi Beysstuk tomon yo'naltirilgan boshqa chiziq bilan rejalashtirilgan aloqa tufayli Bristol.

• 1851 yil - Alton va Pitersfild temir yo'li taklif qilindi.^[2] Bu qochib ketgan bo'lar edi Alton ga Petersfild, Petersfilddan yana bir chiziq bilan Xavant va uchinchisi Petersfilddan to Farexem.^{[3][Izoh 1]}
• 1864-yil - LSWRga parlament qurish to'g'risidagi qonun qabul qilindi Ropley ustida O'rta Xants temir yo'li G'arbiy Meon va Warnford orqali, hali ham taklif qilingan Petersfield-Bishopning Waltham Line-ga qo'shilishdan oldin.^[4]
• 1881 yil - Farnhamdan g'arbga qarab boradigan Vindzor, Aldershot va Portsmut temir yo'li taklif qilindi. East Tisted, keyin Meon vodiysidan pastga G'arbiy Meon, qaerdan u sharqqa buriladi Janubiy Downs orqali Xambldon Portsmutga etib borishdan oldin Kosham. Ushbu magistral temir yo'l uchun 80 dan 1 gacha bo'lgan uchta gradiyent va uchta uzun tunnel kerak bo'lar edi.^[4] Ushbu taklifni qo'llab-quvvatladi Armiya va Qirollik floti ammo moliyaviy yordamchilar topilmadi va hech qachon rivojlanmadi.^{[iqtibos kerak ]}
• 1895 yil - bilan bog'laydigan chiziqni qurish taklifi ilgari surildi Beysstuk Portsmutga 2.000.000 funt sterling evaziga. Bunga qarshi bo'lgan London va Janubiy G'arbiy temir yo'l (LSWR) va London, Brayton va Janubiy qirg'oq temir yo'li. Agar chiziq qurilgan bo'lsa edi Buyuk G'arbiy temir yo'l Portsmutga kirish. Ushbu qonun loyihasi rad etilgan Lordlar palatasi bu juda qimmat bo'lganligi sababli. LSWR bunga javoban Altonni Beysststuk va Farexem bilan bog'lashni va'da qildi. The Basingstoke va Alton Light Railway ostida qurilgan Yengil temir yo'l to'g'risidagi qonun 1896 yil.^[5] U 1901 yil 1-iyunda ochilgan.^[6]

Meon vodiysi temir yo'li 1895 yilda Sobertondagi fermani sotish uchun e'lon qilinganda esga olingan.^[7] 1896 yilda LSWR direktorlariga Meon vodiysi orqali yo'nalish berish to'g'risida iltimosnoma yuborildi. G'arbiy Meondan Pitersfildgacha bo'lgan yo'nalish taklifga kiritilgan.^[8] Zarur Parlament akti Meon vodiysi temir yo'lini qurish uchun tezda qo'lga kiritildi Janubi-g'arbiy (Meon vodiysi) to'g'risidagi qonun qabul qilish Royal Assent 1897 yil 3-iyunda.^[4] Qator besh yil ichida qurilishi kerak edi, aks holda Qonun o'z kuchini yo'qotadi.^[9] Ishni bajarish uchun pudratchi yollandi: Relf & Son of Plimut. LSWRning ishlarga mas'ul bo'lgan bosh muhandisi edi W.R.Galbrayt. Genri Byer doimiy muhandis edi va T. P. Figgis liniyalarning me'mori bo'lgan va boshqa bo'lmagandoimiy yo'l tuzilmalar.^[10]

Dizayn

Temir yo'l qurilishini rejalashtirishda chiziqni magistral standartlar darajasiga ko'tarish, 1-in-100 (1%) gradiyenti bilan ta'minlangan,^[11] va faqat yumshoq egri chiziqlar.^{[iqtibos kerak ]} Stantsiyalar uzunligi 10 metrdan iborat poezdlarni qabul qilishga qodir bo'lgan uzunligi 183 metr bo'lgan platformalar bilan qurilgan bo'lar edi.^[12] The tuproq ishlari bitta yo'lni bosib o'tish uchun qurilishi kerak edi, ammo barcha ko'priklar va tunnellar ikki yo'lli standartlarga muvofiq qurilishi kerak edi.^[10] Agar chiziq muvaffaqiyatli chiqsa, u to'liq uzunlikdagi dual trekka ko'tarilgan bo'lar edi. Qurilishga binoan, faqat stantsiyalarda ikkita yo'l bor edi, shuning uchun ular poezdlar liniyada bir-biridan o'tib ketadigan yagona joy edi. MVR dizayni ham juda ko'p ishlatilgan sinfni ajratish dan foydalanishni minimallashtirish uchun o'tish joylari, ayniqsa xavfli va tezroq xizmat ko'rsatishga mo'ljallangan liniyalarda xavfli va nomaqbul deb topilgan. Buning o'rniga chiziq bo'ylab o'tgan barcha umumiy foydalanish yo'llari temir yo'l ustidagi ko'priklar tomonidan yoki aksincha, hatto buning uchun katta tuproq ishlarini bajarish va yo'llarni qayta yo'naltirish zarur bo'lganda ham joylashtirilgan edi (masalan, yaqinidagi Hedge Corner-da). Privett, va sayt Droksford stantsiyasi ). Chiziqda hali ham 19 ta o'tish joylari bo'lgan, ammo ularning aksariyati o'tish joylari bo'lgan piyoda yo'llari, qolganlari esa temir yo'l qurilishi natijasida ikkiga bo'linib ketgan er uchastkalarini bir-biriga bog'laydigan engil foydalaniladigan qishloq xo'jaligi yo'llari uchun edi. LSWR-ning reklama uchun materialida ushbu yo'nalish to'g'ridan-to'g'ri London sifatida ko'rsatilgan edi-Gosport tezkor xizmatlarning yo'nalishi.

Uikxemning janubidagi temir yo'lning nayzasi, Noule Junction tomon qarab.

Meon vodiysining tog'li hududlari bilan yumshoq gradyanlarga bo'lgan talab o'rtasidagi ziddiyat tufayli, chiziq ba'zi muhabbatli muhandislik ishlarini, shu jumladan ikkita tunnel va balandligi 19 metr balandlikni talab qildi. viyaduk da G'arbiy Meon. Ushbu chiziqning cho'qqisi dengiz sathidan 158 metr balandlikda, Privettda edi. G'ayritabiiy bo'lmaganligi sababli, landshaftning cheklanganligi sababli, stantsiyalarning bir nechtasi ular xizmat ko'rsatishni da'vo qilgan aholi punktlaridan biroz uzoqroq edilar (ayniqsa Privett va East Tisted ). O'sha paytda bir nechta sharhlovchilar ushbu stantsiyalar aslida kattalarga xizmat ko'rsatish uchun juda yaxshi joylashtirilganligini ta'kidladilar qishloq uylari hududda (mos ravishda Basing Park va Rotherfield Park). Stantsiyalarga nom berish bilan ushbu nuqta yana ta'kidlandi. Stantsiyalar odatda ular qurilgan cherkov nomi bilan atalgan, ammo Basing Park egasi LSWR stantsiyasiga Privett ("West Tisted" mo'ljallangan nomi o'rniga) ushbu hududdagi ancha kichik qishloq nomi bilan nom berishni talab qilgan, uning yonida uning mulk joylashtirildi.

To'liq standartlarga binoan qurilgan temir yo'lga mos keladigan stantsiyalar juda ta'sirli edi. Tomonga egilib San'at va hunarmandchilik harakati, stantsiyalar a. g'ishtdan qurilgan soxta Tudor uslubi, bilan Portlend Stoun mullen va gable. Arxitektura vitr eshiklari derazalari va kafel bilan bezatilgan ichki qismlarini o'z ichiga olgan. Dushxonalar xitoyliklarga o'xshash tashqi binolarda edi pagodalar. Tovar maydonchalari rejalashtirilgan edi Mislingford (asosan mahalliy aholiga xizmat qilish uchun nasos stantsiyasi ) va Farringdon va barcha stantsiyalarda tovar bor edi pervazlar, bezakli vazalar, temir to'kilgan va qo'lda ishlaydigan mahsulotlar kranlar posilka va mollarni kerak bo'lganda olib ketishga va tashlab yuborishga ruxsat berish.

East Tisted stantsiyasi, endi xususiy uy sifatida ishlatiladi. Meon Valley temir yo'lidagi barcha stantsiyalar Tudor uslubida bir xil binolardan foydalangan.

G'arbiy Meon tunnelining janubiy kirish qismiga kirish hali ham mumkin, garchi erning katta tog'lari to'sqinlik qilmoqda. Bunga avvalgi viyadukning shimoliy uchida joylashgan kichik avtoturargohdan qisqa yurish orqali erishiladi.

1970 yil janubiy portali

1970 yil shimoliy portal

Qurilish

Qurilish 1898 yilda boshlangan, birinchi tuproq janubi-sharqdan kesilgan Farringdon.^[13] Birinchi vazifa yotqizish va qazish edi so'qmoqlar qurish uchun material bilan ta'minlash to'siqlar. Keyin to'siqlar, tunnellar, relslar, stantsiyalar, ko'priklar va boshqa inshootlar qurildi, qurilish guruhlari chiziqning Alton oxiridan boshlanib, janubga qarab harakatlanishdi. Dastlab er yuzi oson bo'lgan, faqat minimal tuproq harakatlari talab qilingan (ishlarning aksariyati bajarilganligini hisobga olsak) qo'l mehnati ). Asosiy muammo ham erkaklar, ham kichiklar uchun suv ta'minoti olish edi parovozlar temir yo'l o'tayotgani uchun yuklarni tashishda foydalanilgan bo'r tuproq. Janubga temir yo'l kelgan sayin, relef shunchalik to'lqinli bo'lib, katta ishlarga aylandi qurilish ishi temir yo'lning qat'iy gradient talablarini saqlab qolish uchun talab qilingan.

The Altondan Vinchester Junctiongacha bo'lgan yo'nalish 1865 yil 2 oktyabrda ochilgan va 1876 yilda LSWR tomonidan qabul qilingan.^[14] Alton-Vinchester yo'li bo'ylab Buttsda yog'och ko'prik berildi. Qurilishi bilan Basingstoke va Alton Light Railway Keyinchalik MVR qurilishi davom etmoqda, 1900 yilda dastlabki yog'och ko'prik o'rnini bosuvchi ikki yo'lli to'sinli ko'prik.^[15]

Qurilishidan so'ng Privett stantsiyasi, pudratchilar eng katta muhandislik ishlariga - Privett tunneliga kelishdi. Uzunligi 1058 yard (967 m),^[16] tunnel egri edi, shuning uchun tunnelning markazi to'liq qorong'ilikda edi. Bug 'belkuraklari va o'ljani olib tashlash uchun otlardan foydalanilgan (ikkinchisi pastki vallarga tushirilgan). Tunnel haydalayotgan zamin etarlicha mustahkam deb topildi, ammo baribir tunnel astarli, g'isht bilan, qisman beton bilan ishlangan.^{[iqtibos kerak ][17]} Tunnelda qulash ikkitasini qamal qildi dengiz flotlari, Jeyms Ouen va Jorj Braun, ikkinchisi bo'g'ilishdan o'lmoqda.^[18] Ouen o'zini cho'ntak pichog'i bilan erkin qazishga muvaffaq bo'ldi va 53 soatdan ko'proq vaqt qamalib qolganidan keyin qutqarildi.^[19] Ikkinchi odam, Richard Allen tunnelda vagon ag'darilib o'ldirilgan. Ushbu o'limlar ba'zi erkaklarning ishdan ketishiga sabab bo'ldi.^[20] Pudratchilarni ikkitasini olib kelish uchun etarli odam qoldi bug 'belkuraklari va a tortish mexanizmi, G. Xarris va Sonning Burrell "Chidamlilik", taraqqiyotni tezlashtirish uchun.^{[iqtibos kerak ]} Tunnel qarama-qarshi uchlardan ishlaydigan ikkita jamoa tomonidan qurilgan va ikkalasi uchrashganda ular rejalashtirilgan yo'ldan bir dyuymga yaqin bo'lmagan.^[21]

Boshqa joylarda ham viyadüklar qurilgan bo'lsa-da, tunnellardan katta miqdorda bo'r buzilib ketishi muqobil echimni taklif qildi^[22] Privett va G'arbiy Meon o'rtasida: natijada temir yo'l balandligi 20 metr balandlikdagi qirg'oqda qurilgan. Ushbu tuproq ishlari kesib o'tdi A272 yo'l ga Petersfild Uzunligi 51 metr bo'lgan uzunlikdagi to'siq orqali g'isht bilan qoplangan qisqa tunnel bilan jihozlangan.^[16]

Ikkinchi 600-yard (549 m) tunnel G'arbiy Meonga yaqinlashishda qurilgan, ammo temir yo'l uning joylashgan joyiga etib borguncha G'arbiy Meon stantsiyasi, u kesib o'tishi kerak edi Meon daryosi o'zi, bu vaqtda tor, ammo chuqur vodiydan o'tib ketdi. 8 kamarli beton viyaduk rejalashtirilgan edi, ammo er dastlabki sinovlar ko'rsatganidek kuchli emas edi va qurilishdan ko'p o'tmay viyadukning poydevori pasayishni boshladi. Buning o'rniga 4 kamarli temir konstruktsiyasi ishlatilgan, beqaror zamin ustidagi yondashuvlarda katta bo'r to'siqlari bo'lgan. Viyaduk 19 metr balandlikda turgan atrofdagi qishloqni mitti qildi. Beton konstruktsiyadan ancha engil bo'lishiga qaramay, butun tuzilish 700 dan oshdi uzoq tonnalar (711 t; 784 qisqa tonna ) va qurish uchun 10 000 funt sterling (bugungi kunda 692 000 funt) sarflanadi. Mish-mishlarga ko'ra, asl viyadukning qisman to'liq 2 kamari shimoliy qirg'oqqa ko'milgan.

Qurilishdan ko'p o'tmay West Meon viyadüğü. Viyadukka olib boradigan katta qirg'oqlar o't-o'langa ulgurmaganliklari aniq. Hozir faqat ustunlar uchun beton tayanchlar qoldi.

G'arbiy Meon stantsiyasi poezdlarning suvga o'tishi mumkin bo'lgan yagona nuqta edi. Chuqur artezian qudug'i vokzalning sharqidagi tepaliklarga cho'kib ketgan va stantsiyaning mollar hovlisidagi tankga etkazib berish uchun suv ustuni har bir platformada. West Meon, shuningdek, uylarni ta'minlash uchun vaqtincha yog'och kulbalarning "qishlog'i" sifatida tanlangan dengiz flotlari va ularning oilalari. Privettda kichikroq kulbalar to'plami qurilgan edi.

Meon vodiysidan o'tib, temir yo'l keyinchalik osonroq mamlakat orqali o'tdi, asta-sekin bir qator to'siqlar va qalamchalar orqali pastga tushdi. Bo'r tuproq ko'plab oqimlarni va daryolarni qo'llab-quvvatladi, shuning uchun quruvchilar bir nechta muhim nuqtalarda ta'minladilar suv o'tkazgichlar yoki drenajni ta'minlash uchun tor ko'priklar.

Temir yo'l quruvchilari ushbu qiyshaygan tunnelni o'z qirg'og'idagi temir yo'lning Uikxem shimolidagi Meon daryosidan o'tishiga imkon berish uchun ta'minladilar.

Janubida Droksford, ishchilar duch keldi To'shaklarni o'qish - kattaroq Farexem gil yotoqlari tarkibiga kirgan maydonni g'isht ishlab chiqarish markaziga aylantirgan loy va shag'al maydoni. Biroq, tuproq juda beqaror edi - nam bo'lganda u deyarli suyuq edi, yozda esa beton kabi ishlash qiyin edi. Ikkala tunneldan qazilgan katta miqdordagi bo'r tuproqlari temir yo'lni barqarorlashtirish va qirg'oqlarni qurish uchun olib kelindi, ammo butun temiryo'l cho'kishi butun umr davomida bu qism bo'ylab muammo edi. Loy tuproq ham olib keldi turgan suv kuchli yomg'ir paytida toshqin va bir qator katta panjara drenajlar Mislingford va Noule. Uikxemning shimolida kesishda muammo shu qadar og'ir ediki, kesmaning yon tomonini ushlab turish va suv toshqinining oldini olish uchun betonni ushlab turuvchi devor kerak edi, chunki temir yo'l uchun katta beton bloklarning poydevorlarini qurish uchun chuqurlashtirish chuqurlashdi. drenajga imkon berish uchun g'isht to'plangan va tuproqning yuqori qatlamidan oldin balast yotqizish mumkin edi. Yo'lning barqarorligini oshirish uchun Vikem va Droksford o'rtasida beton ishlatilgan shpallar - ularni Britaniya temir yo'lida erta qabul qilish.

Ushbu temir ko'prik Uikxemdagi Meon daryosi orqali temir yo'lni olib o'tdi.

Keyin chiziq Bere o'rmoni suv o'tloqlari bo'ylab harakatlanishdan oldin Vikem qirg'oqda. Qirg'oq Meon daryosining o'zidan o'tib, daryoning uzun g'ishtdan o'tishini talab qildi tunnelni burish. Dengiz qirg'og'i, shuningdek, Vikem qishlog'ini samarali ravishda ikkiga bo'lib tashladi, ikkita yangi ko'prik temir yo'l ostidan o'tishning yagona vositasini ta'minladi. Bugungi kunda ham shunday bo'lib qolmoqda. Faqat janubda Vikem, Meon yana 6 quvurli po'lat ustunlar ustida qo'llab-quvvatlanadigan temir ko'prikdan o'tib ketdi - bu G'arbiy Meon Viyadukidan keyingi ikkinchi katta ko'prik edi. The meandering Meon yo'nalishi, landshaftning cheklanganligi va temir yo'lning boshqaruvchi gradienti temir yo'l uchun 5 zarurligini anglatardi ko'priklar ostida yarim mil (1 kilometr) ichida, 3 Meondan (shu jumladan, Uikxem stantsiyasi yaqinidagi temir ko'prikdan) va 2 nafardan Uikxemdagi yo'llardan o'tish uchun.

Nihoyat, temir yo'l asta-sekin Uikxemning janubidagi tabiiy zamin darajasiga tushib, unga qo'shildi Eastleigh-dan Fareham Line-ga Knowle Hatches Viaduct shimolidan. Meon vodiysidan kelgan poyezdlar ushbu yo'nalish bo'ylab o'tib, yangi qurilgan platformaga o'tishdi Farexem stantsiyasi.

MVR qurilishi, shuningdek, 2 millik (3,2 km) og'ish chizig'ini o'z ichiga olgan Farexem Mahalliy gil yotoqlari orqali qurilganligi sababli cho'kish bilan bog'liq jiddiy muammolarga duch kelgan Farexem tunnelini kesib o'tuvchi Noule-Junction. Tunnel tez-tez parvarishlash va qisqarish uchun yopilishi kerak edi, shuning uchun shoshilinch ravishda alternativ marshrut talab qilindi, ayniqsa kutilayotgan yangi trafik tufayli trafik ko'payishi. Ikki yo'lli burilish chizig'i Farexem shimolidan va qishloqning g'arbidan o'tdi Funtli, janubda asosiy yo'nalishni qayta birlashtirish Knowle kasalxonasi. Ushbu liniyaning qurilishi 1904 yil oktyabrda boshlanib, 1906 yilda tugatilgan Meon vodiysi temir yo'lining qurilishi tugagandan so'ng amalga oshirildi.

Vikemning o'rtasida yo'llarni kesib o'tish uchun zarur bo'lgan g'isht va temir ko'priklardan biri. Ko'prikning g'isht ustunlari ko'prikning temir qismidan tashqariga qanday cho'zilganiga e'tibor bering. Bu ko'prik trussini ikki yo'lli sig'adigan qilib kengaytirishga imkon berish edi.

Meon vodiysi temir yo'lining umumiy qiymati, Farexem og'ish chizig'ini hisobga olgan holda, 399,500 funt sterlingni tashkil etdi, 2 shiling va 3 pens. Bu bugungi narxlarda taxminan 27,7 million funtga teng. Umuman olganda dengiz flotlari (faqat minimal mexanik uskunalar yordami bilan) 340,700 kub yd (260,484 m) harakat qildi³) ishlar davomida er.

Dastlabki tarix

Qurilishdagi turli xil kechikishlar (masalan, G'arbiy Meon Viyadukini qayta loyihalashtirish zarurati va loy yotoqlari orqali yo'lni barqarorlashtirish bilan bog'liq muammolar) LSWR MVR ochilishini bir yilga kechiktirdi. Signal uskunasini o'rnatishda yana kechikishlar yuz berdi. Bu yo'nalish 1903 yil 1-iyunda ochildi. Kuniga 8 dan 11 gacha xizmat bo'lib, 4 va 6-murabbiy poezdlari qatnaydi. London-Gosport xizmatlari tomonidan tortib olingan Adamsning "Yubiley" dvigatellar. Engilroq Alton-Farexem poezdlari ishlagan Adams 'Radial' va Adams O2 Class tank dvigatellari ("Radial" yo'nalishda birinchi jamoat poyezdini tashiydi). Ushbu liniyadan kuniga ikki marta London-Gosport tezkor tezkor xizmati foydalangan, odatda a Drummond T9 'Greyhound'.

Bunday qishloq xo'jaligi mintaqasida kutilganidek, transportning asosiy qismi qishloq xo'jaligi mahsulotlarini etkazib berishdan iborat edi. MVR-da bu kiritilgan suv sarig'i, bug'doy, meva (ayniqsa qulupnay va olma), sut va qoramol. LSWR bozorda kun davomida maxsus yo'lovchi tashiydigan vagonlar va chorvachilik vagonlari bilan maxsus poezdlarni qo'yib, fermerlarga chorva mollariga hamroh bo'lishiga imkon berdi. Yo'nalish bo'ylab mahalliy "qabul qilish / o'rnatish" tovarlari xizmatlari mavjud bo'lib, ular har bir bekatda kutilayotgan tovarlarni etkazib berishga va olib ketishga chaqirgan. Yo'q manevr dvigatellar MVRda joylashtirilgan, shuning uchun poezdda ishlaydigan lokomotiv har bir stantsiyada va marshal vagonlarni poezdga kirishda va tashqarida bo'linishi kerak edi - qishloq liniyasi uchun odatiy amaliyot. Og'irroq yuk tashish xizmatlari ko'pincha kabi lokomotivlar tomonidan ta'minlangan Drummond 700 Class.

G'arbiy Meon stantsiyasi 1903 yilda temir yo'l ochilgandan ko'p o'tmay janubga qarab. Yog'ochdan yasalgan murakkab ko'prik 1920-yillarda olib tashlangan.

Mahalliy aholi va korxonalar temir yo'lga katta umid bog'lashgan. "Railway Inn" yonida qurilgan Droxford temir yo'l stantsiyasi sayyohlar va sayohatchilarni joylashtirish umidida. A jamoat uyi yonida qurilgan Privett temir yo'l stantsiyasi deb nomlangan Privett Bush '. Ko'mir savdogarlari yaxshi ish olib borishdi - West Meon stantsiyasida kamida uch xil savdogar ishlagan va bitta korxona stansiyalarning ikkitasini ko'mir bilan ta'minlagan.

Ushbu yo'nalish tezligi, uning muhandislik ishlari ko'lami, stantsiyalar va boshqa inshootlarning yuqori talablari va u o'tgan manzaraning go'zalligi ko'plab mahalliy gazetalarni hayratga soldi. O'shanda, hozirgi kabi, Meon vodiysi va taniqli shaxslar o'rtasidagi bog'liqlik Gilbert Oq va Jeyn Ostin bir necha marta qilingan. Ba'zi gazetalar marshrutni va uning manzaralarini batafsil bayon etgan maqolalar yozdilar, masalan, chiziq bo'ylab diqqatga sazovor joylarni ko'rsatdilar, masalan tepalik qal'asi da Eski Vinchester tepaligi.

Fareham tunnelining og'ish chizig'i birinchi navbatda 1904 yil 2-oktabrdan boshlab bitta chiziq sifatida ochildi va unga barcha "yuqoriga" trafik tuneli orqali tegishli "yuqoriga" yo'nalish bilan yo'naltirildi (haqiqatan ham tunnellar) ko'plik) foydalanishdan olib tashlanishi; keyin 1906 yil sentyabrdan ikkinchi yo'nalish barcha "pastga" harakatlanish uchun foydalanishga topshirildi va tunnel orqali olib boriladigan dastlabki yo'lni yopishga imkon berdi, bu oxir-oqibat mavjud tunnelni olib tashlashga va yangi astarlarni qurishga olib keldi. Tunnel 1870-yillarga kelib qo'shimcha g'isht qoplamasiga duch kelgan va bu poezdlar tunnel devoriga va bir-biriga sezilarli darajada yaqinlashganligi sababli maxsus ish yo'riqnomalari chiqarilishiga sabab bo'lgan. Tunnel o'zgarishi bilan trek bitta ikki yo'nalishli chiziq sifatida qayta tiklandi va shu bilan cheklangan bo'shliq muammosi yo'q qilindi va 1907 yil 2-iyunda qayta ochildi. Noule Junction MVR va MVR o'rtasidagi dastlabki aloqa sifatida haqiqiy bog'lanish bo'lishni to'xtatdi. Eastleigh-dan Fareham Line-ga o'chirildi, garchi bu ko'rinadigan bo'lsa ham signal qutisi hanuzgacha yangi, yo'naltirilgan asosiy yo'nalishdagi blok post sifatida talab qilingan. Endi MVRda Knowle Hatches Viaduct bo'ylab (alohida uch baravar kenglikgacha kengaytirilgan) va Fareham East signal qutisiga tunnel orqali Fareham Stantsiyasiga yaqinlashishda ikki yo'l qayta tiklangan butunlay alohida, lekin parallel bir yo'lli chiziq bor edi. yo'lovchilar tashiydigan avtoulovlarni stantsiyaning sharqiy qismida joylashgan platformaga olib kirish uchun "pastga" tomonga uchinchi ikki yo'nalishli chiziq tortildi. Agar MVR-ni ikki baravar oshirish zarurati paydo bo'lgan bo'lsa, shuni anglatadiki, aksariyat trafik deviatsiya chizig'idan foydalanish uchun kerak bo'lar edi. Qo'shimcha tirbandlikka qarshi kurashish uchun hatto Farexem stantsiyasini kengaytirish kerak bo'lishi mumkin.

Ushbu asarlarning bir qismi sifatida 1907 yilda a to'xtatish da qurilgan Knowle kasalxonasi unga ham, qishloqqa ham xizmat qilish Funtli[2]. Ushbu kichik stantsiya - platformadan va boshpana joyidan ozgina ko'proq - Gempshirdagi elektr stantsiyani elektr energiyasi bilan yoqilgan birinchi qishloq stantsiyalaridan biriga aylandi. O'sha paytda tuzilgan yo'l sxemasini hisobga olgan holda, to'xtashga faqat Meon vodiysi poezdlari xizmat ko'rsatgan, ammo 1921 yilda Knowle Junction qayta tiklangandan so'ng (pastga qarang), ikkala yo'nalishda ham ma'lum poezdlar to'xtash joyidan foydalanganlar.

Afsuski, kutilgan London trafigi hech qachon amalga oshmadi va bir necha yil o'tgach, Londondan Gosportga xizmatlar to'xtatildi. Xuddi shunday, sayyohlik harakati Stokes ko'rfazi ham rivojlana olmadi, chunki paroxodlar ko'proq o'rnatilgan portlarni afzal ko'rishdi Portsmut va Sautgempton. Birinchi jahon urushi davrida ham, qisman harbiy transport uchun qurilganiga qaramay, transport boshqa yo'nalishlarga nisbatan engil edi. Darhaqiqat, 1915 yilda Londonning doimiy trafigi butunlay to'xtatilgan va xizmatlar hech qachon tiklanmagan. Shu vaqtdan boshlab MVR faqat Farexem va Alton o'rtasidagi muntazam trafik bilan shug'ullanadi. Faqatgina asosiy qo'shin harakatlari mahalliy polklardan edi. Droksford stantsiyasi qachon jamoatchilik e'tiborida qisqa vaqt bor edi Admiral Doveton Sturdi da g'alaba qozonganidan keyin yaqin uyiga ketayotganda stantsiyaga etib keldi Folklend orollari jangi 1914 yilda.

Ba'zan tarmoqning boshqa qismlaridan kelgan maxsus poezdlar ushbu liniyadan foydalangan va MVR yozgi ta'til mavsumi yoki Rojdestvo kabi tirbandlik davrida "zaxira" magistral sifatida kamdan-kam foydalanishni ko'rgan.

Kutilganidek rivojlanmayotgan temir yo'lning eng aniq belgilari - bu 1921 yilda signalizatsiya tartibiga kiritilgan bir qator o'zgarishlar. Privett signal qutisi samarali ravishda yopildi va chiziq bir yo'lli magistral chiziq sifatida ishlashdan uzoqda signal uzatish bloklari va kamroq ko'chadan (bitta chiziqli tarmoqli chiziq) ishlashga almashtirildi (Privettdagi "pastga" platforma yopildi, ikkinchi qator stantsiya orqali endi faqat manevr uchun ishlatiladi). Janubiy uchida Knowle Junctiondagi temir yo'l aloqalari qayta tiklandi. Bu Farexemdan Istliga qarab ketayotgan poezdlarga ham asl, ham og'ish chizig'idan foydalanishga imkon berdi, ammo tutashgan joylar tartibi MVR poyezdlari faqat asl bir martalik marshrutdan foydalanishi mumkinligini anglatadi. LSWR ekspres trafikni to'xtatish borasidagi xavotirlari endi qo'llanilmaydi, chunki bunday poezdlar endi MVRning doimiy foydalanuvchisi emas.

Janubiy temir yo'l

LSWR birlashtirildi Janubiy temir yo'l 1923 yilda. O'sha vaqtga kelib xizmatlar yanada qisqartirildi. Hozirda kuniga 6 yoki 8 xizmatlar bor edi, asosan 2 yoki 3-murabbiy poezdlaridan tashkil topgan Drummond M7 tank dvigatellari, tezroq xizmat ko'rsatish uchun T9s qolgan. Tovarlar xizmati kunlik ikki marotaba - janubga va shimolga bittadan sayohat bilan xizmat ko'rsatishda muhim bo'lib qoldi. Vagonlar va yuk mashinalari lokomotiv tomonidan uchta mol hovlisida poyezdga haydaladi.

1927 yil qish Meon vodiysi mintaqasiga bo'ronlar va kuchli qor yog'dirdi. Maxsus Vaterloo - 27 dekabr kuni ertalab soat 5:40 da chiziq bo'ylab ketayotgan gazeta poyezdi juda katta tiqilib qoldi qor ko'chkisi Tisted yaqinida. Ishchilar poezdni bo'shatish va safni tozalash uchun deyarli bir kun vaqt sarfladilar.

Temir yo'l ochilgandan beri stantsiyani chaqirishgan Farringdon, Altonning janubida. U erda qishloq xo'jaligi mahsulotlarini yuklash uchun tovar xovli allaqachon joylashgan edi va 1930 yilda qishloqqa xizmat ko'rsatish uchun bitta vagon uzunligidagi qisqa yog'och platforma qurildi. Shunga o'xshash platforma va hovli uchun so'rovlar Meonstoke harakat qilinmadi, garchi chiziqni rejalashtiruvchilar ushbu joyda kelajakda hovli qurish uchun ruxsat bergan bo'lsalar ham. Vertikal ravishda erga qazilgan temir yo'lning bitta bo'lagi, temir yo'l yopilguniga qadar bunday hovli uchun mumkin bo'lgan joyni belgilab qo'ydi - 1960-yillarda nihoyat olib tashlandi.

1931 yilda MVR-ning keyingi pastga tushishi trekka o'tganda sodir bo'ldi Tugmalar birikmasi (yondashuv Alton stantsiyasi ) qayta yotqizilgan. The signal qutisi o'chirildi va MVR ning to'g'ridan-to'g'ri aloqasi Alton Line Londonga olib tashlandi, ya'ni MVR poezdlari to'g'ridan-to'g'ri Alton stantsiyasidagi ko'rfaz platformasiga qarab harakatlanishini anglatadi. Bundan tashqari, poezdlar Alton yo'nalishidan Meon vodiysiga to'g'ridan-to'g'ri qatnay olmasligini anglatar edi, chunki agar kerak bo'lsa, poezdlar bir qatordan ikkinchisiga o'tishlari kerak edi. Ushbu o'zgarish MVRning oxirini temir yo'l tarmog'ining ajralmas qismi sifatida ko'rsatdi - endi bu shunchaki mahalliy transport harakatlarini to'xtatish bilan shug'ullanadigan bo'lib, ushbu yo'nalish uchun qurilgan va ushbu liniyani o'z vaqtida ishlatadigan tezkor shaharlararo tezkor transport vositalarining hech biri yo'q. kunlar.

The Alton Line 1937 yilda elektr energiyasini ishlatishga o'tkazildi. MVRni elektrlashtirish maqsadga muvofiq emasligi to'g'risida qaror qabul qilindi va shu qaror bilan liniyaning o'zi qurilgan ikki yo'lli standartlarga (haqiqatan ham temir yo'l) yangilanishiga bo'lgan har qanday umid paydo bo'ldi. butun borligi uchun bitta qator bo'lib qoladi).

Ushbu davrda MVR-da ishlatiladigan aktsiyalarda o'zgarishlar yuz berdi. M7 tank dvigatellari ishlatilgan asosiy tur bo'lib qoldi, ammo endi ushbu yo'nalishdagi tovar xizmatlari asosiy yo'nalishdagi yo'lovchilar uchun keraksiz deb topilgan turlari bo'yicha ishlay boshladi, masalan, kam sonli Drummond L12s Ushbu liniya qurilganda LSWR ning eng zamonaviy eksplu lokomotivlari bo'lgan. T9-lar, shuningdek, yuk tashish xizmatlari va manyovr uchun ishlatila boshlandi. Ba'zi yangi qurilgan turlar yoz paytida og'ir qishloq xo'jaligi poezdlari yoki qirg'oqqa sayyohlik xizmatlari uchun ishlatilgan Maunsell U-klassi.

1939 yilda Ikkinchi Jahon urushi boshlanganda, MVR kabi qishloq yo'nalishlarning barchasi qishloq avtobus xizmatlari tomonidan tahdid ostida edi va hatto mahalliy xizmatlar tomonidan tovar xizmatlari tahdid qilinmoqda. yuk mashinasi xizmatlar. Yo'lovchilarga xizmat ko'rsatishning asosiy qismini endi M7 tank dvigatellari 2-vagonli "surish-tortib olish" poezdi bilan boshqarayotgan edi (poezdni burish zaruratini inkor etib, lokomotivni eng yaqin vagondan boshqarish mumkin bo'lgan vagon to'plamlari). Ushbu poyezdlar 11 ta vagonga qadar mo'ljallangan ekspluatatsiya uchun mo'ljallangan uzoq platformalarda qat'iyan adashgan ko'rinardi. Aslida ulkan platformalar shunchalik keraksiz deb hisoblanganki, G'arbiy Meonda yangi kirish qiyaliklari yarim yo'l bilan kesilgan va yo'llar bo'ylab yo'lakcha qurilgan - har bir platformaning qolgan yarmi samarali ravishda tashlab qo'yilgan va o'tlarni o'stirishga ruxsat berilgan.

Urush vaqti

Ikkinchi Jahon urushi davrida ushbu mintaqadagi boshqa temir yo'llarga nisbatan yana yengil foydalanilgan (masalan Didkot, Nyuberi va Sautgempton temir yo'li ). Faqatgina haqiqiy o'zgarish Portsmutdagi harbiy dengiz zavodiga etkazib beradigan tovar aylanmasining ko'payishi bo'ldi. Bu chiziq bo'ylab harakatlanadigan yangi lokomotiv turlarini ko'rdi, masalan Drummond 700s va o'ziga xos Bulleid Q1lar. Standart yo'lovchi xizmatlari a furgon Portsmutga qaytib keladigan va doimiy ravishda yuboriladigan posilka va yuklar oqimini engish uchun qo'shilgan. Kechga yaqin bir nechta harbiy poezdlar ushbu liniyadan foydalanganlar. 1941 yilda maxsus harbiy yuk poezdi a Drummond 700, Tistedda kechasi barqaror turdi, ekipaj dvigatelda qolish va favqulodda vaziyatda zudlik bilan jo'nab ketishga tayyor bo'lish bo'yicha ko'rsatmalar oldi. Lokomotiv brigadasi va stantsiya ishchilari uchun noma'lum bo'lsa-da, poezdda 48 ta bo'lgan minalar.

Bu nisbatan engil harbiy harakatga qaramay, Meon vodiysi temir yo'li urush paytida hujumga uchradi. A Yunkers Ju 88 1940 yil davomida Droksford stantsiyasiga bomba tashlagan. Ular stantsiya binosi va temir yo'lni o'tkazib yuborishgan, ammo temir yo'l ishchilarining ikkita uyini vayron qilishgan. Keyin samolyot yana bomba tashladi Soberton, lekin bular temir yo'lni ham sog'inib qolishdi. Keyin bombardimonchi ortiga o'girilib, G'arbiy Meon tunneliga bordi va shimolga bitta bomba tashlandi portal. To'g'ridan-to'g'ri zarba berilmadi, ammo qisqa chiziq, shu jumladan bir nechta shpallar vayron qilingan va krater qolgan balast. Barcha poezdlar tezda to'xtatildi va chiziq bir necha kun ichida ta'mirlandi.

Vikem yaqinidagi temir yo'l ishchilari uchun qurilgan kottejlar terasi.

Umuman olganda, MVR urush davrida juda sokin urush martabasiga ega bo'lishiga qaramay, qurilish paytida intensiv foydalanishning qisqa sehriga ega edi. Kun ko'p sonli erkaklar va asbob-uskunalarni Angliyaning janubiga ko'chirishga, tayyor holda saqlashga va nihoyat portlarga etkazishga to'g'ri kelganda. Ko'p sonli Tanklar temir yo'l orqali Mislingford tovarlar xovliga ko'chirildi, u erda vaqtincha saqlash uchun mahalliy yo'llarda va dalalarda qurilgan ko'plab betonlarga mahkamlandi. Mislingford, shuningdek, qarorgohda joylashgan ko'plab Kanada qo'shinlariga xizmat qilish uchun vaqtincha yog'och platforma bo'lgan. Bere o'rmoni.

MVR D-Day operatsiyalarida muhim rol o'ynashi kerak edi. 1944 yil 2-iyunda, Uinston Cherchill, Kanada va Janubiy Afrikaning Bosh vazirlari, Uilyam Lion Makkenzi King va Jan Smuts va boshqalar Ittifoqdosh rahbarlar Droksford stantsiyasidagi maxsus poezdga etib keldi (poezd aslida uning tarkibiga kirgan) Qirollik poyezdi dan London, Midland va Shotlandiya temir yo'li ) AQSh generalining yaqin shtab-kvartirasida hal qiluvchi uchrashuv uchun Duayt D. Eyzenxauer Sautvik uyidagi ittifoqchilarning oliy qo'mondoni. Stantsiya eng uzoq vaqtga ega edi siding janubiy Angliyada (temir yo'l tashqarisida ishlaydi) Istli ) va chuqur kesishga yaqin edi. Agar tahdid qilsa havo hujumi, poezdni kesishning nisbiy xavfsizligiga surish mumkin. Ushbu uchrashuv davomida rejalashtirishga oid yakuniy qarorlar qabul qilindi Overlord operatsiyasi qilingan. Uchrashuv Droksfordning o'zida bo'lganligini soxta da'vo qilish uchun bir nechta "Jahon rahbarlari" ning (shu jumladan, Eyzenxauerning) fotosurati ishlatilgan. O'shandan beri rasm sifatida aniqlangan Ascot temir yo'l stantsiyasi.^[23]

1944 yilda - atrofida Ittifoqchi liderlar Droxfordda bo'lib o'tgan uchrashuv uchun taklif kiritildi USATC dan Droksforddan filial qurish Sautvik uyi. 1944 yilda ittifoqchilarning Evropaga bostirib kirishi muvaffaqiyatli bo'lib, bu reja hech qachon bajarilmasligini anglatadi.

Urushdan keyingi va Britaniya temir yo'llari

The Janubiy temir yo'l edi milliylashtirilgan ichiga Britaniya temir yo'llari 1948 yilda. Hech qanday zudlik bilan o'zgartirishlar kiritilmadi, chunki standart 2 avtomashinali "surish-tortish" to'plamlari kuniga beshta xizmat atrofida ishlaydi. Biroq, xususiy avtoulovlarga egalikning o'sishi va mahalliy tovar aylanmasining temir yo'ldan avtomagistralga o'tishining o'zgarishi MVRni ishlatish uchun tobora iqtisodiy bo'lmagan holga keldi. Xizmatlar asta-sekin ishlamay qoldi. Bu yo'lovchilar sonining yanada pasayishiga olib keldi, chunki xizmat tobora kamayib bordi va ko'plab odamlar avtoulov yoki avtobuslardan foydalanishga o'tdilar.

1950-yillarning boshlarida Britaniya temir yo'llari "modernizatsiya rejasini" tuzdilar. Bu asosan rejalashtirilgan chekinish bilan bog'liq edi parovozlar va elektrlashtirish uning asosiy magistral yo'nalishlaridan. Biroq, rejada, shuningdek, milliylashtirilgan, raqobatsiz tarmoqda ortiqcha bo'lganligi yoki ishlashga yaroqsizligi sababli yopilishi mumkin bo'lgan bir nechta qatorlar keltirilgan. Meon vodiysi temir yo'li ushbu ikkala toifaga kirdi.

Yo'lovchilar uchun yopilish

Bugungi kunda West Meon stantsiyasining sayti. Stantsiya ustidagi uzun platformalar va katta g'isht ostidagi ko'prik hali ham buzilmagan va aniq ko'rinib turibdi.

1955 yil 5-fevral, shanba kuni belgilangan jadval bo'yicha so'nggi xizmatdan so'ng, Meon vodiysi temir yo'li yo'lovchi tashish uchun yopildi. Odatdagidek, temir yo'lda odamlar so'nggi marotaba sayohat qilgani kabi, yo'lovchilar soni operatsiyaning so'nggi haftalarida raketaga aylandi. Yopish ancha oldin bo'lgan "Beeching Axe '1960 yillarda, unda ko'plab ishlatilgan, ammo iqtisodiy bo'lmagan temir yo'llar yopilgan edi. 1955 yilda Meon vodiysi yo'lovchilar uchun temir yo'l sifatida barqaror emasligiga shubha yo'q.

Ertasi kuni, yakshanba kuni, temir yo'l ixlosmandlari guruhi tomonidan tashkil etilgan "Hampshireman" deb nomlangan maxsus poezd butun chiziq bo'ylab harakat qildi - bu oxirgi poezd. Ikkita T9 "ikki boshli" tomonidan olib tashlangan.

1955 yil 7-fevral dushanbadan tovarlarga xizmat ko'rsatish kuniga bir marta Farexemdan Droksfordgacha davom etishi kerak edi va shunga o'xshash xizmat shimoliy uchidan faqat Altondan Farringdon.^[24]

Yo'nalishning uzilishi

Chiziqning janubiy uchida joylashgan yangi tovarlarning birinchisi izohsiz o'tdi; keyingi kuni boshqacha edi: seshanba, 8 fevral 1955 yil^[25] poezd Droksforddan tashqariga, G'arbiy Meonga, ehtimol u erdagi hovlidan so'nggi vagon (lar) ni yig'ish uchun, ehtimol bekatning o'zida qayta ishlatilishi mumkin bo'lgan narsalarni yig'ish uchun yo'l oldi.^[26] 1955 yil 12-fevral, shanba kuni^[25] poezd ekipaji yanada sarguzashtga aylandi va G'arbiy Meon viyadüğü bo'ylab, ikkala tunnel orqali va Privett stantsiyasidan o'tib, Sharqiy Tistedagi yo'lni, ehtimol seshanba kungi qochish bilan bir xil sababga ko'ra bosib o'tdi. Ushbu ikkita ekskursiya uchun rasmiy sanktsiya yo'q edi va ko'p o'tmay Droksfordning shimolida va Farringdon janubida to'xtash bloklari o'rnatildi. Ammo bu qoidalar oxirgi marta egilmasligi edi.

1955 yil 26-martda Farringdondagi to'xtash bloki buzib tashlandi va maxsus poyezd Privett va East Tisted stantsiyalariga tashrif buyurdi, shu qatorda ikkita doimiy doimiy kulbani tiklash uchun. Ushbu maxsus ishchi chekinishidan so'ng, to'xtash bloki qayta o'rnatildi.^[25]

Ushbu demi-rasmiy trafik harakatlari BR rahbariyatining e'tiboridan chetda qolmadi, ayniqsa Droksfordning shimolidagi barcha signal qutilari yopiq edi, demak, kimdir "bug 'ichida bitta dvigatel" harakatiga ruxsat bermasdan kerak edi Yo'l harakati to'g'risida maxsus ogohlantirishlar oldindan e'lon qilingan. Ko'rinib turibdiki, haqiqiy hokimiyatdagi birov bunga chek qo'yishga qaror qildi: 1955 yilda biron bir vaqtda, G'arbiy Meondagi eng janubiy saylovlar ataylab buzilgan, shunchaki demontaj qilinmagan, nuqta tugmachasi ko'tarilganga o'xshaydi , shakldan egilib, hosil bo'lgan burchakka qaytib tushdi^[25], well and truly scuppering any movements from the south and preventing any incursions from the north from being able to run round its train before heading back. Thus the Meon Valley Railway ceased to be a continuous route, not just officially, but in actuality.

Closure to Freight

By 1956 dismantling of the disused section of line had begun in earnest and this included the demolition of G'arbiy Meon Viadukti. The huge iron bridge had a high scrap value and thus was one of the first structures to be taken down. It is fair to assume that if it had been built from concrete as originally planned it would probably still be standing. During the viaduct's demolition, it was found to be suffering from corrosion in several places which would have needed extensive and costly repairs in the near future if the railway were to remain open. This was seen as a further justification of the closure by some at BR.

One of the concrete pedestals that supported the West Meon Viaduct, now heavily overgrown.

The pressure on British Railways to cut costs was relentless throughout the 1960s and the southern section to Droxford was closed to all traffic on Sunday 30 April 1962. The last BR-scheduled passenger service on any part of the MVR had been the 'Solent Limited' railtour on 30 April 1961, a year to the day before closure of the southern section. A goods service to Farringdon was maintained until 5 August 1968,^[27][25][24] when the final part of Meon Valley Railway was closed to all traffic.

Yopishdan keyin

After the 1962 closure of the southern portion of the line, a Mr. Charles Ashby purchased Droksford station and the right to run trains over the railway. He used it for testing a design of temir yo'l avtobusi that he had developed called the Sadler Rail Coach or 'Pacerailer '. Like the similarly named British Rail 'Pacer ' of later years, this was essentially a bus-style vehicle. Unlike the later BR types, the Sadler Rail Coach used road-vehicle style pnevmatik shinalar on its drive wheels and flanged steel wheels at each end to guide it along the track. As well as the MVR itself, a special steep-gradient section of track was built for testing at Droxford. A company called Sadler Vectrail Ltd was established in 1966 to re-open the Ryde to Cowes railway on the Isle of Wight using Sadler Rail Coaches and the prototype vehicle appeared briefly at an Island Industries Fair but the scheme was unsuccessful.

Mr Ashby also purchased an LBSCR 'Terrier' tank engine no. 32646 for £750, which he brought to Droxford in 1964, but in May 1966 this was sold to Brickwoods, the Portsmouth-based brewer, for display outside a public house on Hayling Island and it was moved, by road, for this purpose on 16 May 1966.^[25]

The northern section of line to Farringdon was not lifted immediately after closure and it was used one last time in September 1968,^[27] for the filming of a television advertisement for Cadbury's Milk Tray in which a stunt man is seen jumping from Woodside Lane bridge onto the roof of a moving train of BR Mk1 passenger stock pulled by a class 20 diesel-electric locomotive.^[28] The track was lifted between November 1969 and May 1970^[27] after which the formation near Butts Junction was obliterated by road improvements to the A31, although the northernmost extremity of the Meon Valley line may yet see trains again as the Mid-Hants Railway Company has long-term plans to build a stock shed immediately west of the former Butts Junction on the MVR formation.^[29]

The two tunnels at West Meon and Privett were sold to private users. West Meon Tunnel was used by a scrapdealer for breaking up ex-military vehicles and aircraft until the 1980s, whilst Privett Tunnel was used, at one point, for growing qo'ziqorinlar.

The southern portion of the line also became home to the Southern Locomotive Preservation Company Limited (SLP) which came to an agreement with Mr Ashby to store some of their stock at Droxford. To this end, they moved several locomotives, including 'AQSH ' tank engine no. 30064, as well as rolling stock, to Droxford. 30064 arrived at Knowle Junction, from the scrap sidings at Salisbury, on 7 January 1968. However, a fire at the site, and the fact that BR planned to sever the connection with the Eastleigh-dan Fareham liniyasigacha, meant that tentative plans for a preserved railway came to nothing.

After the closure of Knowle Junction in 1970 (see below) the southern section of the line was cut back at far as bridge 12 which carried (and still carries) the A32 road over the line north of Wickham. Mr Ashby therefore had use of the line between Mislingford goods sidings, just a few hundred yards north of bridge 12, and Droxford station and this is evidenced by Ordnance Survey quarter-inch map 17 (South East England) dated 1972. With the mainline connection gone, Mr Ashby used two small Ruston-Hornsby diesel shunters and two ex-BR carriages to operate private-charter trains for a short time. The last remaining section between Mislingford and Droxford was lifted in 1975, the last standard gauge vehicle to run on any part the Meon Valley Railway being an Ostin Mini asoslangan vagon owned by Charles Ashby.

The Deviation Line

The double track deviation line lived a largely unremarkable existence, having no stations or sidings and having one underbridge (at Highlands Road) and one overbridge (at Funtley Road). It was also crossed by a public footbridge in the vicinity of what is now the M27 motorway. Having been opened on 2 October 1904 as a single line it was immediately pressed into service for all northbound traffic between Fareham and Knowle Junction, the tunnel line then being singled. In September 1906 the second line of rails was brought into use and, in order to close Fareham Tunnel (really Tunnels) to facilitate stabilising the formation, all traffic used the deviation line until 2 June 1907. After these works were completed Fareham Tunnel reopened for Meon Valley traffic only, there being no physical connection with the Fareham-Botley line at Knowle until 24 June 1921.

The deviation line's southbound gradient of 1 in 100 was steeper than the tunnel's 1 in 132 and some southbound trains were diverted to the latter route via the connection laid in at Knowle Junction, using the single line otherwise reserved for the exclusive use of Meon Valley trains. The deviation line suffered the same problems first encountered by the Bishopstoke (Eastleigh) - Gosport line's engineers a century earlier and one large landslip in 1962 caused the up (northbound) line to be taken out of use altogether, the down (southbound) line being slewed at both ends to make the now single deviation line for the exclusive use of northbound traffic only. By return, southbound traffic used the tunnel line exclusively although the crossover at Knowle Junction remained extant, as did the now disused Meon Valley branch. Knowle Junction signal box had to be retained, not so much to guard the points, but because the tunnel line was still signalled for bi-directional running: a single line tablet had, therefore, to be issued to each southbound train and it can only be assumed that an accumulation of tablets at Fareham East signal box meant that someone was dispatched on a fairly regular basis to return the surfeit to Knowle 'box.

The first nail in the coffin of this wasteful signalling practice was hammered when the Meon Valley points were taken out of use at the end of January 1970. As mentioned above, the SLP was given enough notice and they arranged for their entire stock to be brought off of the Meon Valley line, some of it being stored out of site in Fareham goods yard until it was towed in one movement to the Longmoor Military Railway at Liss on 30 May 1970 by Crompton class '33' D6543 (later 33025).

Knowle signal box continued to issue single line tablets until it closed on 6 May 1973. This date coincided with the closure of the remaining track on the deviation line and the entire original route via Fareham tunnel was realigned and singled as far as Botley. Although tablets are no longer issued (and Botley signal box closed in the 1980s) the line is still single between Fareham and Botley, possibly due to there being insufficient traffic to warrant its re-doubling, but probably due to there no longer being sufficient clearance through the relined tunnels for two-way traffic. The 1841 route continues to cause problems for Network Rail, thanks to the clay upon which it was built.

The deviation line south of Highlands Road was sold for housing but the route north has been turned into the 'Deviation Line' trail and can be walked or cycled all the way to Mayles Lane. This was not first mooted when the line closed and the existence of a subway under the M27 only came about due to the legal requirement to accommodate the aforementioned pre-existing footpaths in the vicinity. This also explains why the subway only measures 2 metres by 2 metres in cross section and is subsequently barely fit for use by cyclists as well as walkers (with dogs), and horse riders have to dismount and lead their steeds by the reins. A meeting of all three types of users simultaneously must be an interesting experience.

Iz

Map of the Meon Valley Railway Line

The section between Knowle Junction and the West Meon Viaduct is now an 11-mile (17.7 km) ko'prik (temir yo'l izi ), the Meon Valley Trail.^[30] On this section, all bridges, embankments and cuttings are intact and serviceable, except for two minor bridges north of Droxford which were removed in the 1960s to allow farm traffic to use the lanes they crossed. Along this part of the line, there are still occasional remains of trackside huts, signal posts and telegraf chiziqlar. At Mislingford Goods Yard, shpallar are still in the ground, a concrete yuk o'lchovi remains in place and the cast iron base of the loading kran still stands next to the remains of a what appears to be a wagon.

The trail is now open again following extensive vegetation clearance and resurfacing.^[31] It is a level route with picturesque views over the nearby towns, villages and countryside.

Dan bo'lim G'arbiy Meon janubdan Istli ga Farexem line is open to walkers, cyclists and horse riders and uses existing public bridleways and some newly created permissive bridleways.

There are free car parks at West Meon (off Station Road) and at Wickham (also off Station Road). There are also pay car parks in West Walk (qismi Bere o'rmoni ).

The northern section emerges from the cutting south of West Meon onto an embankment which gives views of Eski Vinchester tepaligi sharqda va Mayoq tepaligi g'arbda. A few former bridges on the route have been dismantled, necessitating descent to cross minor roads. There is access at several points along the route including Meonstoke which has a pub and shop. The current temporary South Downs Way route crosses the trail to the east of Exton with an access point. The Monarx yo'li crosses the trail east of Warnford by a high bridge, but the trail can be joined by a path which descends the side of the cutting north of the bridge. The route from West Meon to Vikem is 14.5 km (9 mi); the further 3 kilometre section south-west of Wickham is a dead end, terminating at a fence in the vicinity of the erstwhile Knowle Junction.

Various circular routes are possible, for example using the trail from West Meon to Meonstoke, taking the South Downs Way via Corhampton and Beacon Hill, and Monarch's way to Warnford, returning by local footpaths.

The A32 main road follows a similar route to the trail.

• 

  Sign near Meonstoke

• 

  Old Winchester Hill Lane bridge, West Meon

• 

  Beacon Hill from near Meonstoke

• 

  Old Winchester Hill from near Meonstoke

Boshqa bo'limlar

The old loading gauge at the former Mislingford goods yard.

The site of a brick under-bridge near Farringdon. The bridge was dug out of the railway embankment in the 1970s and the site used for agriculture.

The only remains of the West Meon Viaduct are the two huge embankments approaching either end, the abutments and the concrete pedestals that formed the foundations for the quyma temir ustunlar.

West Meon Tunnel is currently used to store caravans and other building supplies together with a large amount of Sovuq urush davri scrap left behind from the aircraft storage and breaking during the 1980s, whilst part of Privett Tunnel is used as a storage site by a local builders merchant. Both tunnels are home to large colonies of ko'rshapalaklar, and are thus protected from disturbance and are regularly surveyed.

North of the tunnels, the line is less well-preserved. The majority of the bridges have been removed, and on the section closed in 1955, much of the earthworks have been levelled and turned back into agricultural land. A cutting directly north of the West Meon Tunnel has been completely filled in, returning it to the natural ground level. This has had the effect of burying a brick over-bridge carrying a chiziq, which is now visible only as two walls flanking the road seemingly in the middle of a field.

Between Farringdon and Chawton most of the trackbed survives and is used as a public footpath.

At the very northern end approaching Alton, there is little obvious evidence of the line's existence on the ground. The A31 Alton chetlab o'tish cuts through the course of the line and a large aylanma yo'l occupies its route west of Chawton. The O'rta Xants temir yo'li has reinstated track on the formation of the Meon Valley line between Alton and Tugmalar birikmasi, partly as a running line and partly as a siding.

Three of the stations have survived (Droksford, East Tisted va Privett ), and are used as private houses. Wickham and West Meon stations stood empty for many years and were eventually demolished in the 1970s, although at West Meon the long platforms are still very much in evidence, despite being overgrown, as is the site of the station buildings and the goods yard. There is almost no evidence of Wickham station, although one platform and the remains of some cattle pens remain in the undergrowth.

At Droxford station, a blyashka commemorates the crucial meeting of the Allied leaders in 1944.

The MVR closely followed the A32 yo'l between Gosport and Alton, and the line crossed the road frequently. Today the road still crosses over and under many of the former bridges of the line. At Hedge Corner, north of Privett, the road was re-routed during the building of the railway to take a chikan -like course under a bridge that carried the railway across the road at a diagonal angle. When the bridge and its embankments were levelled, the road was straightened. The two loops of the chicane now form redundant ishdan bo'shatish. Small terraces of cottages built for railway workers still stand near Wickham, West Meon and Privett.

The A272 yo'l still passes through the tunnel under the embankment near West Meon, and the tunnel is a prominent local landmark.

During March 2014, the former railway line was cleared of all trees and shrubs as the former track bed is to be turned into an express cycle way and bridleway between Wickham and West Meon as part of a £5 million investment in a network of core cycling routes in and around the South Downs National Park.^[32][33][34]

Possibility of re-opening

The Act of Parliament that authorised the Meon Valley Railway had a 'perpetual service' clause imposing a legally binding requirement on the owner of the railway to run services to West Meon – this was a condition imposed on the L&SWR by the owners of the Warnford Park estate in return for the sale of much of the estate's land to provide a route for the railway. Such a clause would make the closure of the MVR illegal, through the withdrawal of trains to West Meon. Clauses like these were often put in Railway Acts in the 19th century. Such a clause was invoked to delay the closure of the Bluebell temir yo'li G'arbiy Sasseksda. However, since there was no protest at the time of the line's closure, any such clause exists today only as a technicality, as with similar cases of now-closed railways.

It is probable that it would see significantly more use today if it were open than it did in its final years, due to the greater population of all the villages and towns that it served, especially the greater volume of traffic between Fareham and Alton (as heavy traffic on the A32 va A31 roads show).

It is, however, unlikely that the whole length of the former line could be re-used. The northern end of the line has been completely levelled, and the majority of the bridges have been demolished. Also, parts of the former track-bed have been built on at Farringdon and East Tisted. The surviving stations are now private homes.

From an engineering point of view, it would be relatively simple to reinstate the line from Fareham as far as West Meon, and if the viaduct were rebuilt, as far as Privett. However, such a line, that did not connect to Alton, would be highly unlikely to be viable as a mainline route, and could only function effectively as a small commuter line or heritage railway.

Narrow Gauge Re-opening Attempt

A local society were exploring the possibility of constructing a 2 fut (610 mm) yoki 2 fut 6 dyuym (762 mm) tor o'lchagich railway from West Meon to Wickham and perhaps as far as Knowle.^[35] However the website has not been updated for sometime and no further news has been seen or heard of.

Standard Gauge Re-opening Attempt

A group called the Meon Valley Railway Preservation Society, which was not associated with the narrow gauge group that formed in January 2013, was planning on reopening the line as a standard gauge railway from Knowle to West Meon. Its plan was to reopen the line in sections, the first phase being Knowle to Soberton Heath, then the second phase would see them lay track to Droxford by 2025 and then West Meon shortly after that. However, there were no plans to extend to Alton due to the missing viaduct and structures having been built on the track bed. It was to be a shared double track formation with the current footpath/bridleway, as it would have been a single line, like it was back in the days pre-1968.^[36] The Meon Valley Railway Preservation Society disbanded at the start of June 2013.

Another group called the Meon Valley Railway Heritage Society, later changing to the Meon Valley Railway Restoration Society,^[37] which formed in June 2013 were looking at reopening it as a standard gauge heritage line with similar plans as the previous group. Planning to start at Mislingford Goods yard with a new station, working northwards towards Droxford with a station just south of the former Droxford station and a halt at Soberton was also planned.^[38] The group did not rule out going to Alton, but were focused on the line from Knowle to West Meon. The group disbanded in December 2013^[39] due to "commitment issues" from within the group.^[40]

Mainline Re-opening Proposal

An independent report published by Walter Menteth Architects in April 2016 has suggested that the Meon Valley Railway should be investigated for reopening as a dual mainline adding an additional service from the Solent region to London, with a chord at Knowle to allow north and south bound trains on the Eastleigh to Fareham line to use the Meon Valley line to reach Alton and London Waterloo.^[41]

Campaign for Better Transport Report

2019 yil yanvar oyida "Better Transport for Campaign" kompaniyasi ushbu yo'nalishni aniqlagan hisobotni qayta ochish uchun 2-ustuvor yo'nalish sifatida e'lon qildi. 2-ustuvor yo'nalish keyingi rivojlanishni yoki vaziyatni o'zgartirishni talab qiladigan yo'nalishlar uchun (masalan, uy-joylarni qurish kabi).^[42]

Ommaviy madaniyatda

The poem 'Autumn Journal' by Lui Maknits, published in 1938, includes a description of a pre-First World War journey from Hampshire to London on a cross-country train via the Meon Valley. G'arbiy Meon va Tisted are mentioned as two of the stations that the poet passes through on his journey.

Shortly after the final closure of the MVR in 1968, the section of line between Alton and Farringdon was used for the filming of the first of the long-running 'Milk Tray Man' series of adverts for Kedberi Sut uchun laganda. The eponymous 'action man' character jumps onto the roof of a moving train that consisted of a Britaniya temir yo'llari dizel lokomotiv and two carriages.

Galereya

• 

  A brick barrel-arch tunnel through a tall section of railway embankment near East Tisted.

• 

  The road tunnel taking the A272 road through a 64-foot (19.5 metre) high embankment.

• 

  This bridge south of Wickham allowed the railway to cross the River Meon for the final time as it headed south.

• 

  The northern portal of Privett tunnel stands at the end of an in-filled cutting.

• 

  The former site of a 20-foot (6-metre) high embankment at Hedge Corner on the A32 road, now levelled

• 

  The derelict goods platform at Wickham Station.

• 

  The plaque at Droxford Station commemorating the 1944 meeting of the Allied leaders.

• 

  The remains of the tiled floor of the waiting room on the 'Down' platform at West Meon Station.

Izohlar

1. ^ The Alton ga Petersfild railway would have run through Alton, Anstey, Holybourn, East Worldham, G'arbiy Worldxem, Great Worldham, Little Worldham, Chavton, Hartley, Hartley Maudit, Farringdon, Farrington, Selborne, Selbourne, Newton Vallance, Newton, Empshot, Oldin dekan, Xokli, Greatham, Greetham, Liss, Tik, Varaq, Sheep, Buriton and Petersfield.
   The Petersfield and Xavant railway would have run through Petersfield, Buriton, Sheet, Steep, Veston, Nursted, Klanfild, Chalton, Charlton, Katherington, Idsvort, Blendvort, Finchdean, Wellsworth, the Bere o'rmoni, Roulend qal'asi, East Leigh, West Leigh, Middle Leigh, Uorblington, West Havant and Havant.
   The Petersfield and Fareham railway would have run through Petersfield, Sheet, Buriton, Steep, Froxfild, Langrish, Ramsdean, Oxenbourn, Languish, Sharqiy Meon, Droyton, Drayton, Riplington, Westbury, G'arbiy Meon, Warnford, Exton, Korxempton, Meon Stoke, Droksford, Midlington, Soberton, Yepiskopning Valtam, Waltham Chase, Xambldon, Saint Clairs, Holywell, the Forest of Bere, Vikem, Titchfild, Botley and Fareham.^[3]

Adabiyotlar

Manbalar va qo'shimcha o'qish

• Course, E (1976) The Railways of Southern England. Vol: III
• Dendi Marshal, C. F.; Kidner, R. W. (1963). Janubiy temir yo'l tarixi. Volume 1. London: Ian Allan.CS1 maint: ref = harv (havola)
• Griffit, Edvard (1982). The Basingstoke and Alton Light Railway. Kingfisher Railway Productions.CS1 maint: ref = harv (havola)
• Holland, Julian (2014) [2013]. Exploring Britain's Lost Railways. HarperCollins. ISBN  978-0-007-94172-8.CS1 maint: ref = harv (havola)
• Moore, P (1988) The Industrial Heritage of Hampshire and the Isle of Wight, Chichester : Phillimore
• Robertson, K. (1988) Hampshire Railways Remembered, Newbury : Countryside Books, ISBN  0-905392-93-0
• Tillman, D (2003) The Meon Valley Railway Revisited, KRB Publications, ISBN  0-9542035-4-2
• Stone, R. A. (1983). Meon vodiysi temir yo'li. Southampton: Kingfisher Publishing. ISBN  0-946184-04-6.CS1 maint: ref = harv (havola)
• Vaughan, J (2004) Branches & Byways- Sussex and Hampshire, Ian Allan nashriyoti, ISBN  978-0-86093-585-8
• 'After the Battle' 1995 D-Day, Then and Now 1-jild ISBN  0-900913-84-3
• Baker-Johnson, B (2014) A D-Day Mystery : To Droxford or not to Droxford?

Tashqi havolalar

• Platform 14 Ltd (11 May 2008). "Meon Valley Rail". Ushbu chiziqlar bo'ylab. 1-fasl. 5-qism. ITV Meridian. Arxivlandi asl nusxasi 2008 yil 24-iyulda.
• Subterranea Britannica- Pictures of Droxford Station in use and after closure, with information about 1944 Wartime meeting.
• Fareham & District Model Railway Club - an accurate model of the West Meon Viaduct with photographs of how the site of the viaduct appears today.^{[doimiy o'lik havola ]}
• Rural rides The Meon Valley Railway
• Photo of a disused railway bridge on Meon Valley trail at Garden Hill Lane