The LNER Encyclopedia

Over the years there has been a number of deviations to the ECML the largest one recently would probably be the diversion around Selby. Can contributors enter some more preferably with photographs. I offer you a pic as my first example and probably one of the first ECML diversions at Marshall Meadows near Berwick upon Tweed where the track was slewed inland away from the eroding cliff tops. The site now sees use as a caravan site and is also the location of a fascinating former industrial line mentioned in the Oakwood press book Northern Northumberlands Minor Railways by Roger Jermy The Marshall Meadows Seaweed Railway which used a tunnel to pull seaweed up from the waters edge to be used as fertiliser.

There was a slight deviation in recent times between Lamberton and Burnmouth, again due to land slippage. Newton Hall at Durham, the line was moved to ease the curve, also to a lesser extent Relly Mill and Ferryhill South.

A notable deviation is at Penmanshiel near Grantshouse, Berwickshire.

I expect that many people remember the tunnel collapse during maintenance work in 1979. I think that the bodies of two workmen remain in the sealed up tunnel. The new alignment is in a cutting. Sorry no pictures, I really must take some because I am frequently in the vicinity.

a tempory diversion was in newcastle at the bottom of pilgrim st .to allow the bridge there to be changed for one with a greater span,so the central motorway could be built.also at manors about the same time a tunnel was built for the metro as well to be excavated at a later date when they started the metro,must have been somtime in the 70s

Perhaps the most recent deviation - although slight - is on the down line immediately beyond Newark flat crossing. The former pair of Trent Bridges stood side by side, but wide apart, neccessitating a dogs-leg in the down track to align it for crossing the bridge - and another to resume its line, beyond it - and had been like this since the 19th century.
The 'new' bridge is of a single structure, thereby allowing the line to retain its straightness from the flat crossing.
Cheers
Robt P.

In that case, as part of the '70s 'King's Cross resignalling and electrification''s remodelling the four principal passenger lines at Harringay West were slued very roughly ten feet westwards through the station area to ease the severity of the Harringay/Hornsey reverse curve for higher speed; but aren't these sort of slight changes rather too minor to merit being offered against the original question?

Perhaps the rebuilding of Peterborough station in the '70s, with the brand new Down and Up Fast lines created roughly where the old Up Slow and Excusion line ran, counts.

A little nearer the mark perhaps, was the westwards easing of Offord curve towards (& slightly into?) the original course of the River Great Ouse (late '50s/early '60s? : Coincident with wanting higher speed to exploit the arrival of the Deltics?)

Then, of course, there was the true deviation created to bypass the 1979 collapse of Penmanshiel Tunnel, north of Grantshouse.
Sorry, no pics though.

The most recent major deviation has been that between Prestonpans and Wallyford, where there is a wide sweeping curve (full line speed) to the south of the old route to avoid collapsing medieval mine workings. The engineering is spectacular, if invisible, consisting of a considerable length of underground viaduct.

There was a short temporary deviation (at 20 mph) just to the west of this permanent realignment at about the turn of the cenutry (20th to 21st) when a hole opened up under the railway, also from mine working.

There was also a significant realignment to the north of the old when Portobello junction was remodelled for higher speeds (late 60s or early 70s) and then at the west end on Craigentinny when the main line was moved north to take the former Abbyhill loop line alignement, again for higher speeds, and enabling the depot to expand onto the former main line. This was, I think, Edinburgh resignalling late 1970s.

Further south there was a minor easement (max about 20 yards) of the reverse curves south of Beal for higher speeds, which was done for HSTs and an abortive project to gain higher speeds by bridging Beal level crossing. I think that this was 1979.

Land was bought at about the same time for a similar but shorter realignment a bit to the north of Warkworth Viaduct (and it is still waiting for the track to go down)

This would have entailed some slight alignment changes.
Newark crossing replacement late 80s.
Another shot I have of this is taken in daylight and shows the old bridge in the background.
Photo taken by BR Photographic section York.

Nice shot Bryan taken when the Railway had a reasonable fleet of cranes(See posts on recent derailments).