The featured image for this article shows Muiredge Colliery (date not known) (c) Public Domain. [10]
The image below indicates just how significant the local rail network was. The Fife Coast Line enters the satellite image from the West (top-left) and runs across the top of the image. The Fife Coast Line leaves the satellite image at the quarter-point closest to the top right of the image and heads on towards Leven. A branch line can be seen leaving the satellite on the op-edge in the Windygates area. This is the East Fife Central Railway which ran as far as Lochty, a distance of 14 miles. The junction faces towards Leven. That branch was used only for goods traffic, Authorised in August 1893, it opened in August 1898. It was single track throughout, and had intermediate goods stations at Kennoway, Montrave, and Largoward. [1: p769]
The Muiredge Branch forms the West side of a loop of North British Railway (NBR) lines serving local industry and the docks at Methil and Innerleven. [2]
The Muiredge Branch was authorised by the Leven and East of Fife Railway Act 1866. It opened at the end of 1868, leaving the main line at Cameron Bridge and running south for a little over a mile to Muiredge Goods and Muiredge Colliery.
The branch left the main Fife Coast Line at Cameron Bridge Railway Station which sat alongside the River Leven. The line bridges the river and followed its South bank for a few hundred metres before turning away to the South in deep cutting. It then crossed what is now the B932 (Main Street). [3]The same area in the 21st century. [2]Looking North along the line of the old railway from Main Street, Methil (B932). [Google Streetview, March 2025]Looking South along the line of the old railway from the location of the level-crossing over Main Street (B932). [Google Streetview, March 2025]
This next length of the line includes a branch heading East to Pirnie Colliery and beyond. [3][4][2]
The images immediately above (two extracts from the 1893 25″ Ordnance Survey [3][4] and a modern satellite image overlaid with the old railways [2]) show the branch from the Muiredge line which served Pirnie Colliery and extended East to Crossroads and Methil.
In this photograph, the Muiredge Branch used to head North and the branch to Pirnie Colliery and beyond headed East. The photograph is taken at the point where an unnamed tarmacked road crosses the route of the old railway, (c) Johnathan Kirk, August 2024. [Google Maps, November 2026]A little further South a branch served Isabella Colliery. [3]Whereas the Muiredge branch became part of the NBR network, the line to Isabella Colliery remained in private hand as part of the Weymss Private Railway. In due course this line became part of a wider network of lines. This satellite image has the Weymss Private Railway superimposed as purple lines. The branch to Isabella Colliery can be seen extending East beyond the Muiredge Branch and South towards the coast (leaving the image to the South (to the left of centre). [2]Looking South from the same unnamed road, the line ahead runs on towards the site of Muiredge Colliery, the line diverging to the West represents the line which served Isabella Pit No. 1 (Cameron No. 3), (c) Johnathan Kirk. [Google Maps, November 2026][9]
Extending South, the Muiredge Branch headed towards the Muiredge Colliery. This unremarkable length extends to the bottom edge of the 25″ map sheet. [3][2]
In 1868, the Muiredge Branch ran South to Muiredge Colliery. The extension to the W&BR at Buckhaven, shown on the 1893 Ordnance Survey, was not built until later. In 1868, the line served a goods yard, a saw mill, a brickworks, and the Colliery. [5]
In 1881, a connection was made from the West end of Buckhaven Station to Muiredge, and the full length of the branch was later passed on to the NBR.
This railmaponline.com satellite image shows the various lines in the area covered by the map extract above. The purple/lilac lines represent the rails of the Weymss Private Railway [6] – lines from the top of the extract served the Muiredge Colliery. Line from the Southwest ran parallel to the W&BR as far as the junction on the West side of Buckhaven Station. The red lines are NBR rails and the green lines show the route of the Weymss & District Tramway Company. [7] [2]
As we have noted, the original goods yard was approached from the North and situated to the North side of, what in the 21st century is, the A995. The terminus had a goods shed on the East side and sidings. On the West side of the site was Bowman and Co’s Muiredge Colliery. To the North of this was the Muiredge Saw Mill.
Looking Northwest from the modern A955 into what was the site of Muiredge Colliery. The near face of the house at the right of this image would have been just beyond the NBR line which was extended South towards BuckHaven. [Google Streetview, March 2025]
The RailScot website tells us that, “Bowman and Co built mineral lines out from Muiredge to their various pits; to Isabella Pit, Bye Pit and Percival Pits to the West, Rosie Pit to the Southwest and a line to Methil Harbour to the East. The Fife Coal Co Ltd built a line East to Leven Colliery No 3 Pit Pirnie, Leven Colliery No 4 Pit and Leven Colliery Nos 1 and 2 Pits.” [8]
Muiredge Colliery. [10]
References
H. A. Vallance; The Fife Coast Line; in The Railway Magazine, Volume 99, No. 631; November 1953, p766-774.
The featured image for this article is the title page of the first issue of ‘Bradshaw’s Railway Guide’. In 1961, the only known copy of the first guide was held by the Bodleian Library in Oxford. [2: p308]
Beeching …
The Editorial of The Railway Magazine in May 1961 reported on the appointment of Dr. Beeching and the state of railways in Britain. [1: p297-298]
The report said that, “Dr. Richard Beeching, Technical Director of Imperial Chemical Industries, has been chosen by the Minister of Transport as Chairman Designate of the new British Railways Board. The appointment carries a gross salary of £24,000 a year (about £6,530 net). This compares with £10,000 gross (about £4,720 net) paid to Sir Brian Robertson, the present Chairman of the B.T.C., but it has been emphasised that Dr. Beeching will not benefit financially, because he was receiving a similar amount from I.C.I. As is usual with the B.T.С., the contract is for five years, but with the difference that renewal is envisaged. Dr. Beeching is to succeed Sir Brian Robertson as Chairman of the B.T.C. on 1st June, pending the establishment of the new board. During the next five years he has to tackle the problem of restoring prosperity to the railways. This, as the Minister has pointed out, will be a challenging task. … The appointment of Dr. Beeching has aroused mixed feelings both inside and outside the railway service. Surprise and concern have been expressed because the choice did not fall on a senior railway officer who could have brought to the new board many years of specialised experience of the intricacies of railway administration. Dr. Beeching lacks this qualification, but, as a member of the Stedeford Committee, he must be fully aware of the magnitude of his task. It may be that a man who has attained a high position in the scientific industrial world at a comparatively early age will prove equally successful in the railway sphere, and it would be unfair to prejudge the appointment. A noteworthy feature is that Dr. Beeching’s present intention to return to I.C.I. after five years probably will cause him to be regarded in railway circles as a surgeon rather than a railwayman.” [1: p297]
The writing was clearly on the wall, those in the know already understood that Beeching was placed at the head of the new British Railways Board to implement a particular agenda!
Wikipedia tells us that, “Sir Ewart Smith, who retired from ICI in 1959, was asked by the Conservative Minister of Transport, Ernest Marples, to become a member of an advisory group on the financial state of the British Transport Commission to be chaired by Sir Ivan Stedeford. Smith declined but recommended Beeching in his place, a suggestion which Marples accepted. [4] Stedeford and Beeching clashed on a number of issues connected with Beeching’s proposal to drastically prune Britain’s rail infrastructure. In spite of questions being asked in Parliament, Sir Ivan’s report was not published until much later.” [5]
It seems that Beeching’s agenda was abundantly clear and was probably the reason he was appointed.
As an aside, The Railway Magazine editorial also reflected on the impact of apparent staff shortages: “A note of warning is struck in the recently-published report for the year 1960 of the Central Transport Consultative Committee for Great Britain in commenting on the serious staff shortage on British Railways. In the Midlands, freight traffic is still subjected to serious delays, because of lack of staff; even experienced long-service drivers and signalmen have taken other jobs where the work is lighter and the pay higher. The recent pay increases granted to railway workers do not appear to have solved the problem, and further reductions in passenger services may become necessary in some areas. Unpunctuality also is attributed to the same cause, and at the present time it is hard to see what steps could be taken to these difficulties effectively. The report suggests that this, like other matters, is not always explained sufficiently to passengers, who might grumble less if they were told more.” [1: p297]
Bradshaw …
Also worthy of note was that the May 1961 issue was to be the final issue of Bradshaw: … “Sherlock Holmes, in ‘The Valley of Fear’, commented that ‘the vocabulary of Bradshaw is nervous and terse, but limited’, and yet John Bright is said to have expressed the opinion that the two most widely read books in English were the Bible and Bradshaw. Only a public institution could be mentioned thus, and therefore the recent announcement that the issue of Bradshaw is to be discontinued is of far wider interest than even the abandonment of a very old-established publication. …. If John Bright’s remark be rendered ‘consulted’ rather than ‘read’, it probably was true while the number of railway companies exceeded 100, and the price of the book remained constant at 6d. for 75 years. Since grouping the unique influence of Bradshaw has declined, and in present circumstances publication has become uneconomic. Doubtless, copies of the final (May) issue will long be treasured.” [1: p 298]
Later in the same issue, Charles E. Lee’s obituary entitled ‘Farewell to Bradshaw’ said that,
“By the turn of [the 20th century] Bradshaw’s Railway Guide had grown from its modest beginning in 1839 to a publication of well over a thousand pages, which gave details of the services of some 160 separate railways in the United Kingdom, working a total of more than 21,000 miles of line. It was then 61 years old, and, as we now know, had reached the midway point in its career, for the final issue is to be published [in May 1961]. … The publisher’s decision to discontinue was announced ‘with regret’ on 9th March 1961, and this regret will be shared by both railway enthusiasts and a wider circle of traditionalists, for Bradshaw has been virtually a public institution for most of its career.
“George Bradshaw, the man whose surname was to become a household word in his lifetime, was born at Pendleton, Lancashire, on 29th July 1801. On leaving school, he was apprenticed to a Manchester engraver named Beale, and then set up in business for himself in this trade in Belfast in 1820, but the enterprise was not successful. … He returned to Manchester in 1821, and there established the business now known as Henry Blacklock & Co. Ltd. At first he engaged in general engraving, but from about 1827 specialised in maps, many of which were beautifully executed and coloured. Beginning in 1829, he issued area maps showing canals, navigable rivers, and ‘Rail Roads’ (railways from 1830), and thus showed a keen interest in transport. Incidentally, although Bradshaw had become a member of the Society of Friends (Quakers) at the age of 19, these early productions were dated normally. Later, he objected to the use in the calendar of the names of heathen deities, and numbered the months. His ‘Map & Sections of the Railways of Great Britain’, accompanied by 28 pages of letterpress giving tables of gradients and lengths, was dated 1st. Mo. 1839 [(January 1839)].” [2: p309]
The title page of the first issue of “Bradshaw’s Railway Time Tables” to cover all of the United Kingdom. [2: p309]
Bradshaw wanted to add letterpress printing to his activities He also had large stocks of unsold small maps of England and Wales which he needed to sell. “He found the solution in launching Bradshaw’s Railway Time Tables. In The Railway Magazine for June, 1935, Canon Reginald B. Fellows examined and summarised the evidence for the publication of a one-page Bradshaw in 1838, showing the Liverpool & Manchester trains, accompanied by a small map of England and Wales. No copy has yet been discovered, but, should one come to light, it could scarcely be regarded as the first general timetable. The first to justify such a description, and the earliest known copy, was dated 10th. Mo. 19th. 1839 [(19th October 1839)]. It was priced 6d. and contained details of the northern railways only, but it was followed within a week by one giving timetables for the whole country, price 1s. This was dated 10th. Mo. 25th. 1839 [(25th October 1839)], and may be regarded as the ancestor of the Bradshaw’s Guide whose demise we are recording after nearly 122 years. The page size was 4 in. x 3 in., and the timetables extended across an ‘opening’, or two facing pages. There were numerous maps and town plans.” [2: p 309-311]
Lee continues: Subsequently books were issued at frequent but irregular intervals, “under the title of Bradshaw’s Railway Companion, and from April, 1841, large monthly sheets called Bradshaw’s Railway Time Tables were published for 3d., from which revised tables could be cut and pasted into the book. Bradshaw’s Railway Guide, a regular monthly publication measuring approximately 6 in. x 4 in., in yellow wrappers, first appeared in December, 1841, and this is the direct ancestor of Bradshaw of today. Only one copy is known to exist, preserved in the Bodleian Library, Oxford. From the title page … it will be seen that conventional dating was used, but the next issue was called 1st. Mo. (January) 1842, a form which survived until 1939.” [2: p311]
The title page of the first issue of ‘Bradshaw’s Railway Guide’. In 1961, the only known copy of the first guide was held by the Bodleian Library in Oxford. [2: p308]
“The Guide was a 6d. publication and thus virtually destroyed the demand for the 1s. Companion. Nevertheless, the latter continued to be issued until the end of 1848, almost certainly because of Bradshaw’s enthusiasm as an engraver for the fine engraved and tinted maps it contained. The page size adopted for the Guide was approximately twice that of the Companion, and, in fact, the timetable setting was the same. While the three publications were running side by side, a two-page opening of the Companion was one page of the Guide, and also a section of the large sheet Time Tables. Thus continuity from the first issue of 1839 was preserved, despite changes in title, frequency of publication, and size of book. Probably to give an air of even older establishment than was the case, at a time when competition from newer timetables was severe, the serial number jumped by 100 from No. 40 in March, 1845, to No. 141 in April. This has never been rectified.” [2: p311]
The wrapper of the April 1845 issue of Bradshaw’s Guide. The previous edition was No. 40. An error was made in the printing and this edition was numbered No. 141. This was not corrected in future editions. The May 1845 issue was numbered No. 142. This led to confusion over the dates of the Jubilee and the Centenary! [2: p308]
“Evidence of the success with which Bradshaw met such competition is provided by the fact that three years later the founder’s name was being used widely as almost synonymous with timetable. In J. R. Planché’s Lyceum pantomime for 1848, ‘The King of the Peacocks’,b a character is given the lines:
“… Luck’s a lord, and may provide … A special train not marked in ‘Bradshaw’s Guide’.
“The year 1848 also saw the publication of a humorous 6d. brochure by Angus B. Reach, entitled ‘The Comic Bradshaw, or Bubbles from the Boiler’. … In ‘The Prince of Happy Land’, Planché’s Lyceum pantomime for 1851, Bradshaw has dropped the quotation marks and acquired the status of a stock joke:
“… I sooner might in Bradshaw light … On a train I wanted there!” [2: p311]
George Bradshaw’s interests were broad – one of which was the ‘friends of peace’, another was work for the poor in Manchester – supporting the provision of soup kitchens and schools. “His work, referenced in classic literature, is remembered for its detail and reliability. He died in 1853 from cholera while travelling in Norway.” [3]
Lee continues: the “‘friends of peace’ … held congresses in various continental cities. [Bradshaw] produced his first Continental Railway Guide, dated 6th. Mo. (June) 1847, and this survived until August, 1914, as a monumental work. It was revived after the first world war in more modest form, and, as such, lasted until the outbreak of war in 1939. [Bradshaw’s] travels furthered the interests of this publication, and in 1853 took him to Christiania (now Oslo), Norway, when cholera was raging. He was one of the victims, and died on 6th September [1853], aged 53. … By the time of his death, Bradshaw’s publications, although unofficial, were produced in the friendliest co-operation with the numerous railway companies, but not always had this been so. In earlier years some were ‘vehemently opposed’ to timetables showing arrival times, fearing that this would ‘make punctuality a sort of obligation’. The traditional price of 6d. survived until the end of 1915, the increasing bulk of the volume being offset comfortably by increases in the advertisement revenue. In January, 1916, the price was increased to 1s.; in April, 1918, to 1s. 6d.; and in July 1918, to 2s. Bradshaw thus emerged from the first world war at four times its old price, and it remained at 2s. until 1937. With the issue of 27th September 1937, it became 2s. 6d., but the second world war destroyed any semblance of price stability. Successive increases [were] to 3s. in August 1940; to 3s. 6d. in January 1942; to 4s. in April 1943; to 5s. in April 1948; to 7s. 6d. in April 1951; to 10s. in June 1955; and to its final price of 12s. 6d. in January, 1958.” [2: p311]
[2: p310]
The buff cover was used until 1939, as also did the Quaker numbering of the months, but with the conventional name in brackets. “From the 5th Mo. (May) 1939 issue, a cream cover printed in blue and gold was adopted to mark the centenary year, and a gold cover was planned for October. The outbreak of war upset these arrangements, and, when Bradshaw did produce its October number (on the 23rd), it was in a simple red and white cover, bearing the new title Bradshaw’s Guide to the British Railways by special arrangement with the (wartime) Railway Executive Committee.” [2: p312]
Interestingly, “During the first world war some railways had used Bradshaw excerpts as their official timetables, beginning with the GWR in April, 1917. This was only a war emergency, but the Southern Railway adopted the practice regularly in 1924, and the LNER in May, 1939.” [2: p312]
“In war conditions, the LMS took a similar step, with the result that the official use of Bradshaw excerpts became general in the second world war (with the exception of the GWR), and this lasted into nationalisation. Bradshaw kept to its traditional page size until the issue dated 13th June 1955, when the present size of 9 in. x 6 in. was adopted. [2: p312]
“Publication of Bradshaw’s Air Guide (first issued in November 1934), and of Bradshaw’s Manchester ABC Railway Guide (established in 1861), … also cease[d] with the May issue, but Henry Blacklock & Co. Ltd. [was] not severing its long railway associations. It [was still printing] five of the six BR Regional timetables.” [2: p312]
The final issue of Bradshaw’s Guide which covered the period 1st May 1961 to 11th June 1961. [2: p310]
The final demise of the Bradshaw Guides was relatively closely followed by a significant dismantling of the rail network that Bradshaw did so much to serve. …………..
References
The Railway Magazine, Volume 107, No. 721; Tothill Press, London.
Charles E. Lee; Farewell to “Bradshaw”; in The Railway Magazine, Volume 107, No. 721; Tothill Press, London, p308-312.
The featured image for this article showsVictoria Pit in the early to mid-20th century, (c) Public Domain. [7]
“In 1872–1873 the Hugo pit became productive; it was in high land above West Wemyss, and an inclined tunnel was dug, down which hutches of coal were lowered on a double track rope worked inclined plane, of 25 inches gauge. At the lower end of the tunnel the plane reached the small harbour of West Wemyss, already reached by the Victoria and Barncraig hutch tramways. An enlargement of West Wemyss Harbour was made at this time too, starting in 1872 and completed in September 1873.” [4][5]
An annotated satellite image from railmaponline.com which shows West Weymss and the locations of the two coastal pits (Victoria and Barncraig). Hugo Pit was further inland and utilised a tunnelled incline plane to get its coal to the harbour. Lady Pit was still in use in the 1890s and can be seen just to the West of the Harbour on the extract from the 1894 survey below. It is worth noting that it is possible to be much clearer about the alignment of the tramway between the Harbour and Victoria Pit than it is for the tramway which ran East to Barncraig Pit. [6]
Victoria Pit was once Weymss No. 7 Pit, Lady Emma Pit (Lady Pit) was close to the Harbour a West Wemyss. Barncraig (Coxtool) Pit was on the East side of the village. [7]
Barncraig (Coxtool) Pit was sunk circa. 1836 and is known to have been working into the 1860s. [8]
Lady Pit and the Harbour at West Weymss, circa. 1880.‘ (c) Public Domain. [10]
Lady (Emma) Pit was sunk circa. 1842, coal was last raised in 1902. The Pit shaft remained in use as an airshaft for adjacent pits until circa. 1939 when it is believed that it was in-filled. [10]
Victoria Pit in the early to mid-20th century, (c) Public Domain. [7]
This colourised image was produced by Levenmouth Pictures from a monochrome image in the Public Domain, dated 1910. The image was shared on their Facebook Page on 25th October 2019. [1]
It is known that the gauge of the tunnelled incline was 25″. [4] Given that the Hugo Pit will have wanted access to West Wemyss Harbour, this suggests that the tramways along the coast may have been of the same gauge.
This map extract is taken from the 25″ Ordnance Survey of 1894, published in 1895. It shows one of the tramways associated with the harbour. [2]This map extract is taken from the 25″ Ordnance Survey of 1913, published in 1914. It shows a significant expansion of operations at Victoria Pit and is explicit about the presence of the inclined plane descending to the tramway from the Hugo Pit to the North. Neither of these two extracts show a tramway to the East of the Harbour. [3]this map extract is taken from the 25″ Ordnance Survey of 1943, published in 1947. By 1943, the tramways and the pits have gone. The Harbour remains as doe the tunnel which carried the incline down from Hugo Pit. [9]Looking East along the line of the old tramway through the site of Victoria Pit towards the harbour at West Weymss, (c) Jonathan Kirk. [Google Streetview, July 2023]Looking North from the line of the old tramway towards the location of the tunnel portal for the inclined plane, (c) Jonathan Kirk. [Google Streetview, July 2023]A view of West Weymss Harbour from approximately the same location as the photograph immediately above. The rack ahead follows the line of the old tramway which at one time was on a viaduct over the top area of the harbour. The building on the left, beyond the steel container was present on site throughout the life of the tramway and can be seen on the extracts from the Ordnance Survey above, (c) Jonathan Kirk. [Google Streetview, July 2023]
The viaduct mentioned in the note under the image immediately above, ran East from the corner of the building visible on the left in this image. Once across the viaduct the tramway continued in a straight line to the East, (c) Jonathan Kirk. [Google Streetview, July 2023]
A careful look at the extracts from the different Ordnance Surveys above will show that the stone building in this West-facing image sat quite close to the harbour wall, and that the tramway ran between the building and the rockface to the right of this image, (c) Jonathan Kirk. [Google Streetview, July 2023]To the West of the Harbour there were two docks. That further to the West has been completely filled-in. That closer to the harbour has been partially filled. [Google Streetview, July 2023]Looking West from West Weymss towards the harbour across what was once a dock. The tramway ran West from outside the brown stone, red-roofed building beyond the first building on the right of this image. [Google Streetview, August 2026]
The tunnelled incline ran North to Hugo Pit. It preceded the rail link to the Pit and provided the most effective way, at the time, to get coal to markets. [11]
The location of the Hugo Pit is at the top edge of this satellite image. The tunnelled incline was of a considerable length. The purple lines at the top of this image are the sidings at the southern end of the later branch line on the Weymss Estate Railway. [6]
The Hugo Pit was sunk around 1873, it lay south of the village of Coaltown of Wemyss and was linked by an underground tunnel to the Victoria Pit (formerly Wemyss No. 7), to the south by around 1875. Later, by around 1891-92 it was linked by rail to the Lady Lilian (later re-named Lochhead) Pit, less than a mile to the north. By 1910, much of the production from the Victoria Pit was no longer being exported from the West Weymss Harbour and was being shipped up the incline and stored at what became known as Hugo depot. As required, the coal from the Hugo depot was then loaded onto waggons and sent to Methil Docks. [12]
The darker area on this satellite image, just to the right of centre is the location of the Hugo Pit, later the Hugo Depot. [Google Maps, November 2026]
D Landale; Description of an Under-dip Coal Working in Prize-Essays and Transactions of the Highland and Agricultural Society of Scotland, Volume X; William Blackwood and Sons, Edinburgh, 1835.
The featured image for this article is ex GWR No. 921 pictured at Kingsnorth at Berry Wiggins Oil Refinery and Bitumen Plant on 3rd April 1933. Prior to becoming GWR 921 on absorption in 1924, this locomotive was Powlesland & Mason No.6 (built in 1906 by Brush Electrical, Works No. 314) and operated at Swansea docks. The locomotive arrived at Berry Wiggins from Sugar Beet & Crop Driers Ltd, Eynsham, Oxfordshire in December 1931. It was sold to Leicester Museums and is now (2025) a static exhibit at the Mountsorrel Railway Museum, near Rothley, Leicestershire. This image was shared on the Industrial Locomotive Enthusiasts Facebook Group by Roger Gregory on 11th April 2025. [64]
As we noted at the beginning of the first article in this short series, a quick look at the Ordnance Survey maps of the North coast of Kent from the first half of the 20th century show a myriad of standard-gauge and narrow-gauge industrial railways. A similar survey of the Medway valley at the same period in the 20th century shows just how many individual Cement Works and other industries once existed there too. This article inevitably cannot provide a comprehensive look at all industrial railways in the area. Hopefully those covered will be both representative of what was present in the past and hopefully of interest to readers.
The Oakwood Press produced two editions (1973, 1990) of a survey of cement works in Kent. The second edition was an enlarged version of the first edition. Page references are to page numbers in the second edition.
B. D. Stoyel & R. W. Kidner [1] divide the various Cement works into three different geographical areas:
The Thames Estuary (working West to East) – this area is covered here; [2]
The Medway Estuary
The Lower Medway – this are is covered here. [36]
Part 2 – The Medway Estuary
The Medway Estuary as shown by Google Maps. [September 2026]
The Medway Estuary has a rich industrial history rooted in shipbuilding, brickmaking, and cement production, and it now functions as a modern hub for shipping and energy supply.
Historic Industries included:
Shipbuilding: The Chatham Dockyard served as a primary royal naval shipyard for centuries, driving local employment and heavy engineering. Trenchmanns Wharf on the River Medway has witnessed centuries of maritime activity, from the medieval period through the Industrial Revolution to the present day. [3]
Brickfields and Cement Works: During the 19th and early 20th centuries, sites like Horrid Hill and local marshes supported intensive mud-digging, brickmaking, and cement manufacturing.
Traditional Trades: Early uses of the estuary and its banks included grain farming on saltmarsh islands, milling, and paper-making. [5][6]
Modern Industry and Economy
Energy Supply: The Isle of Grain is home to the UK’s first Liquefied Natural Gas (LNG) terminal, operating since 2005. [7]
Shipping and Trade: The estuary remains a crucial commercial trading route with active shipping terminals handling diverse raw materials and cargoes. [7]
Cultural Sectors:
Modern regional regeneration strategies — aligned with the Medway Council — focus heavily on nurturing cultural and creative industries, supported by spaces like the Docking Station at Chatham Historic Dockyard. [8] Balance
Conservation: Despite centuries of heavy industrial use, the area supports delicate ecosystems.
Designations: The region is protected as a Site of Special Scientific Interest (SSSI) and a Marine Conservation Zone (MCZ), with active restoration projects managed by groups like the Medway Swale Estuary Partnership to safeguard vulnerable saltmarshes against erosion. [9][10][11]
Cuxton Wharf: Located just downstream from Halling, this wharf served local lime kilns and cement facilities.
Frindsbury Peninsula Wharves: The shoreline near Stroud was dominated by a network of wharves feeding the Phoenix, Globe, Bridge, Crown, and Beaver cement works. These are covered in more detail here. [62]
Gillingham Riverside Wharves: Positioned further toward the mouth of the river, these wharves handled heavy industrial transport for the Gillingham cement factories.
Chatham & Rochester Commercial Wharves which included: Blue Boar Wharf at Rochester Riverside which historically handled heavy freight; Old Gun Wharf in Chatham, dates back to the 17th century when it served as an ordnance depot for the Royal Navy; Sun Wharf& Holborn Wharf which were prominent Chatham wharves located right next to Sun Pier; Bloors Wharf in Rainham which was a heavily utilized commercial shipping point for agricultural and industrial goods.
The list of industries and wharves above are not intended to be exhaustive, rather they give a strong impression of the industrial nature of the Medway Estuary. Those which follow are also, most probably, not an exhaustive coverage of industrial lines, rather they are examples of industrial sites and their railways/tramways:
The North and West Sides of the Estuary – the Hundred of Hooand the Isle of Grain
Stoyel & Kidner do not identify any rail-served cement works to the North and West of the Medway Estuary other than those covered in a previous article at Cliffe. [2] There were however other systems, particularly:
103 – Curtis’s and Harvey’s Explosive Factory – Waywell records this industrial site at Lower Hope Point as an explosive’s factory which was opened in 1900 and closed by 1921.
The lines shown purple on this extract from railmaponline.com’s satellite imagery are all associated with Curtis & Harvey’s Explosive Factory. [14]
As can be seen on the railmaponline.com satellite imagery above, the 2ft-gauge rail network at the site was extensive and the Company employed four 4-wheel battery electric locomotives (or trucks) but their origin and identities are not known. [25: p133]
The majority of the network is picked up on the 25″ Ordnance Survey of 1907, published in 1908.
An extensive archaeological survey and analysis of the site was undertaken by Rebecca Pullen, Sarah Newsome, Andrew Williams and Wayne D. Cocroft in 2013 for English Heritage. The work extends to two volumes [43][44] and detailed drawings. [46]
The Lodge Hill & Upnor Railway – This railway is covered in a separate article which can be found here. [16]
This railway in its earlier 18″ gauge had a branch between the location of Chattenden Barracks and the village of Hoo. That length of line is covered in the linked article above.
The Chattenden Naval Tramway – this line is covered towards the end of the article about the Lodge Hill & Upnor Railway which can also be found on this link. [16]
The Kingsnorth Light Railway – was a 1.75-mile standard-gauge industrial and military line in Kent that connected Sharnal Street Station on the Hundred of Hoo line to a naval airship station and pier on the River Medway. It also served the sites which are shown as power stations on the satellite image below: Damhead Creek Power Station (not a power station at the time) and Kingsnorth Power Station (also not rail served). The full length of the Kingsnorth Light Railway is shown on the railmaponline.com satellite image below. There was also a Berry Wiggins Oil Refinery and Holm & Co.’s Chemical Works at Kingsnorth.
The line shown lilac on this extract from railmaponline.com’s satellite imagery is the Kingsnorth Light Railway. [14]At the northern end of the KLR, the line entered a rank of three transfer sidings which sat to the Southeast of the road that became the A228. This extract from the 25″ Ordnance Survey of 1906, published in 1909 we can see that the KLR and the transfer sidings were under construction. These sidings were installed as part of the Chattenden Naval Tramway. The Royal Navy permitted shared use with the KLR. Later 6″ and 25″ Ordnance Survey sheets are still in copyright and so are not available on the National Library of Scotland website. [54]Looking Southeast from the A228 along the Hundred of Hoo Branch. The bridge in the foreground carries the original alignment of the A228. The marshalling sidings and the KLR run parallel to the main line but some distance to the Southwest. The large tree beyond the old road sits on the line of the exchange sidings which extend on to the KLR. [Google Streetview, May 2023]The blue lines on this extract from the railmaponline.com satellite imagery mark the Royal Navy lines which also served the KLR. [56]To the Southeast of Roper’s Green Lane, the Royal Navy lines feed into the KLR which is shown as a lilac line on railmaponline.com’s satellite imagery. [56]The blue lines show the Royal Navy lines which also served the KLR. [56]
Looking North along Roper’s Green Lane, the lilac dots are a very approximate indication of the route of the line. [Google Streetview, May 2023]
The next length of the construction site. [55]A similar length of the line plotted on modern satellite imagery. The road layout in this area is similar to that shown on the map extract above. [56]Looking back from the old alignment of Stoke Road towards the location of the transfer sidings. [Google Streetview, May 2023]Looking Southeast from the old alignment of Stoke Road along the line of the KLR. [Google Streetview, May 2023]Looking back along the line of the old railway from the modern Stoke Road towards the older alignment of Stoke Road which is a short distance beyond the bushes. [Google Streetview, May 2023]Looking Southeast along the line of the KLR which heads towards the taller trees on the horizon. The structure to the right of the centre of the image is the modern Damhead Creek Power Station. [Google Streetview, May 2023]Almost the full remaining length of the construction site in 1906 appears on this extract from the 25″ Ordnance Survey of 1906. [55]A similar length of the KLR as appeared under construction in the map extract above. [56]Looking back along the line of the old railway from Eshcol Road, which ran to the right of the trees on the horizon. [Google Streetview, May 2023]The entrance to Damhead Creek Power Station from Eshcol Road. The KLR ran ahead towards the poplar tree. [Google Streetview, May 2023]
Heading South the line of the KLR was remote from highways and headed South to the Medway Estuary. It predated the construction of the Kingsnorth Power Station.
Returning North along the route of the KLR to the location of the Berry Wiggins Oil Refinery ……
The location of Berry Wiggins Oil Refinery seen from the Southwest in 1920. At this time, the area was in use by RNAS Kingsnorth. The location of the refinery is marked on the satellite image above as BCA Kingsnorth. Careful inspection of this photograph will show the site was served by two separate rail connections, that furthest from the camera was a branch off the Southern Railway’s Hundred of Hoo line. That nearest to the camera passes through the near end of the refinery site with two branches. The first runs through the site to connect with the branch from the Hundred of Hoo line. the second, to the right of the image is a short siding. This image can be found on the Britain from Above website, Ref. No. EPW000062, (c) Historic England. [46]The same site but now in 1935. The view across the site is this time from the West. Close to the camera is the Kingsnorth Light Railway. This view can also be seen on the Britain from Above website (Ref. No. EPW047584) (c) Historic England. [65]The same site but now in 1952. The view across the site is this time from the Northeast. Closer to the camera is the branch from the Hundred of Hoo line. At the top of the picture, the Kingsnorth Light Railway is visible with the two branches mentioned above. This view can also be seen on the Britain from Above website (Ref. No., EAW032066) (c) Historic England. [47]
RNAS Kingsnorth was a First World War Royal Navy air station for airships, initially operating as an experimental and training station, it later moved on to large scale production of airships. It also provided anti-submarine patrols. A number of experimental and prototype blimps were designed and tested there and until 1916, it was the lead airship training establishment in the Royal Naval Air Service. It should not to be confused with RAF Kingsnorth, a separate airfield near Ashford in southern Kent under RAF control before and during World War II. [49]
Wikipedia tells us that, “In 1912 an airship station was procured by the Admiralty to test and evaluate airships with Kingsnorth farm (later RNAS Kingsnorth) chosen as the location in 1913. Miskin, the landowner agreed to surrender his lease on Kingsnorth Farm so that an airship test hangar could be built. A further 81 and a half acres were later purchased from Miskin (Barton Farm) to allow the unrestricted manoeuvring of airships in the test phase. The air station initially received a German built Parseval PL-18 airship and undertook evaluations, where it received the service designation Naval Airship No. 4 (NA4). Kingsnorth also received an Astra Torres airship. Experiments were carried out including an unsuccessful attempt to launch a fighter aircraft from a non-rigid balloon.” [49]
A HMA 3 Astra-Torres Airship in its shed at RNAS Kingsnorth, this is a painting by by Vereker Hamilton – kept as part of the Imperial War museum collection, (c) Public Domain. [50]
RNAS Kingsnorth was commissioned in April 1914 under the control of the Admiralty, first through the Naval Airship Branch, then through the Royal Naval Air Service when the Royal Navy reformed its air branch in July 1914. The RNAS took over the base’s two huge airship sheds and its development and training functions. The first two airships – Astra Torres No. 3 and Parseval No.4 – were used to escort troopships carrying the British Expeditionary Force to France in the summer of 1914. [49]
“RNAS Kingsnorth was involved in the development and flight testing of non-rigid airships, with the SS-class airship (Submarine Scout) being the first type to operate from there, providing anti-submarine defences to the Thames Estuary and southeast coast.[5] The C-Class airship (Coastal Class) type followed, with aircrews trained at the site until the then-named RNAS Cranwell took over this role mid-war. By the start of 1915, there were less than 100 British airmen who could actually fly an airship. It was then decided that RNAS Kingsnorth would be used as a flying training station. Students who had completed the free ballooning courses and ground instruction at RNAS Wormwood Scrubs, would then be passed on to RNAS Kingsnorth for instruction at an operational airship station.” [49]
Testing of the NS-class airship (North Sea) also took place at RNAS Kingsnorth, with successful flight trials first completed in February 1917. By 914, RNAS Kingsnorth was also home to a newly formed Naval Met Service, which provided weather information to airships operating locally over the North Sea. On 1st April 1918 the Royal Flying Corps and the RNAS combined to form the Royal Air Force (RAF) and the station became known as RAF Kingsnorth before decommissioning in 1921. [49]
Holm & Co. Ltd (Kingsnorth Chemical Works) was established to take over the business of a wood pulp agent, manufacturer, merchant importer & dealer in paper-stock which was carried on by A.A. Holm. Alfred, Amundsen Holm was a Norwegian wood-pulp merchant who acquired part of RAF Kingsnorth. The company negotiated with the Admiralty for the lease of the Sharnal Street to Kingsnorth line, the Kingsnorth Light Railway (KLR) as it became known. A licence for running was obtained by Admiralty Deed on 14th August 1924. Holm & Co applied for a light railway order in November 1925 which was turned down in February 1926; a new application was made which was granted in November 1926. On 21st November 1927, the Kingsnorth Light Railway Order was passed. The order permitted the owners to enter into agreements for the construction of junctions between the railway and the railways of the Southern Railway Company. The Admiralty granted the Kingsnorth Light Railway running powers through their sidings at Sharnal Street so that the KLR had access to the Hundred of Hoo branch. [25: p158]
The traffic of Holm & Co was not to be the staple diet of the railway; another firm of chemical manufacturers set up works just to the north east of Holm & Co. This company was Berry Wiggins, who specialised in heavy duty oil and Bitumen products. Their works are covered below. In the early 1930s there was a dispute over the rates that the Berry Wiggins were to pay for the transport of their products. This resulted in Berry Wiggins constructing an independent connection to the Hundred of Hoo Railway which opened in 1932. [25: p1159]
Waywell tells us that the KLR was operated by No.3. a Kerr Stuart 0-4-0ST (Works No. 4227). “For lighter duties a Hardy Petrol shunter (No.3552) was employed. In addition Holm & Co had its own private works line which was 2ft 6in gauge. This line was worked by “Ferret II” Bagnall No. 1853 of 1908. This was a restricted height saddle tank with a dropped cab and footplate. Its vertical height was probably less than six feet. When it was new it saw service at A.C. Beasley’s works at Ratcliffe, Lancashire.” [1: p159]
The KLR met its fate before World War 2, without the traffic of Berry Wiggins there was little to sustain the railway and operations over it slowly petered out as the Holm & Co works was run down. The track was requisitioned and removed by the Royal Engineers in June 1940 as a war time economy, and was sent to Shoeburyness, Chatham & Leysdown.
Ferret II was bought from Blackwell & Son (Engineers) Ltd. in 1925 and was sold or scrapped after April 1936
No. 3 came from Kerr Stuart in 1929 and was sold to the Royal Arsenal Woolwich.
One Hardy locomotive arrived in 1930, a second in 1936. It appears that both were sold or scrapped by the beginning of WWII.
Berry Wiggins Oil Refinery was constructed in 1931 and was the first oil refinery to be built on the Hoo peninsula. It reused a number of buildings that were formerly part of RNAS Kingsnorth including the jetty via which the crude oil was delivered. This was superseded by Bees Ness Jetty which was opened in 1937 and ran for over 2.5km over Stoke Saltings and Stoke Ooze to the deep channel of the Medway. A third jetty called Oakham Ness Jetty was constructed in 1964 to be jointly used with Kingsnorth Power Station. A pipeline ran between the refinery and a small 19th century wharf on Damhead Creek. The Berry Wiggins refinery continued in use until at least 1978 but has since closed and the majority of the site has been demolished. However, a building through which pipes were directed from both the refinery and Bees Ness jetty could still be seen on aerial photographs taken 2007. Bees Ness jetty also survives although it is in a derelict state as does the later Oakham Ness jetty, presumably still in use by Kingsnorth Power Station. This site was mapped from aerial photographs as part of the English Heritage: Hoo Peninsula Landscape Project. [48]
Waywell tells us that, “The refinery used the Kingsnorth Light Railway until 1932 when an independent rail connection was put in east of Beluncle halt, there was also a branch to a wharf on Damhead Creek. Rail traffic ceased [in March] 1972 and the refinery closed in 1977 and was demolished; the site became that of the Kingsnorth Industrial Estate. Later rail traffic in the 1980s was stone for sea defence work which was unloaded and taken away by road transport, and tank cars for cleaning which were tripped to and from Grain refinery. The rail connection to the Hoo Branch was removed in 2002. Berry Wiggins changed its name on 31st December 1979 to K.C.A. Engineering Ltd. E.J. Aldrich Ltd was formed in 1980 and went into voluntary liquidation on 18th April 1986.” [25: p43]
Berry Wiggins Refinery site as it appears on the Ordnance Survey National Grid mapping of 1961-1971, published in 1971. The junction with the Hundred of Hoo line remains, but the Kingsnorth Light Railway which would have crossed the bottom-left corner of this map extract is no longer present. [53]
The first locomotive listed below was built by Brush Electrical and supplied via Powesland & Mason, arriving on site in 1931. [25: p44][60]
Locomotives used at the Berry Wiggins Oil Refinery are listed by Waywell [25: p44] as:
Un-named – an 0-4-0ST with outside cylinders built in 1906 by Brush Electrical (Works No. 314) for Powesland & Mason, which arrived on site from Sugar Beet & Crop Driers Ltd, Eynsham, Oxfordshire in December 1931 (prior to that it was GWR No. 921) The loco was sold on to Leicester Museums, Stoneygate, Leicester on 27th February 1968. [25: p44] [60]
No.1 – a 4-wheel petrol-mechanical locomotive built by Motor-Rail Ltd (Works No. 4204, built in 1929). This locomotive was supplied new and remained on site until around 1970.
No. 2 – another $-wheel petrol-mechanical Locomotive built by Motor-Rail Ltd. (Works No. 3880). This locomotive arrived on site sometime in 1930 but required an overhaul in 1931. It was rebuilt by Motor-Rail in1931 (Works No. 4217). It remained on site until it was sold to the Worcester Locomotive Society, Moreton-on-Lugg, Herefordshire in January 1973. [25: p44]
Titan – an 0-4-0DM, diesel mechanical locomotive built in 1951 by Vulcan Foundries (Works No. D140) and supplied by the Drewry Car Company (their No. 2274). Arriving via Wm Cory & Son Ltd. in early 1965, this locomotive remained on site until it was sold to the Kent & East Sussex Railway by 1985.
Un-named – another 0-4-0DM built in 1956 by Vulcan Foundries (Works No. D297) and supplied through the Drewry Car Company (their No. 2583) in 1956 to the SEGB before then passing through the hands of Renwick, Wilton & Dobson Ltd. (dealers), Bristol, arriving on site at Berry Wiggins in circa. 1970. This locomotive was sold to the Purfleet Deep Wharf & Storage Co. Ltd. in February 1979. [25: p44]
Kingsnorth Power Station was a dual-fired coal and oil power station. Construction began in 1963 and the power station went live in 1970, although construction continued through until 1973. The four-unit Hinton Heavies station was operated by energy firm E.ON UK, and had a generating capacity of 2,000 megawatts. It was capable of operating on either coal or oil, though in practice oil was used only as a secondary fuel or for startup. It was also capable of co-firing biofuel, up to a maximum of 10% of the station’s fuel mix. A replacement power station, also coal-fired, was considered by owners E.ON, but plans were abandoned. The proposed replacement attracted substantial public protests and criticism, including the 2008 Camp for Climate Action. [52]
Contractors working at Kingsnorth Power Station were, according to Waywell:
Peter Lind & Co. Ltd. – who utilised two Ruston & Hornsby 4-wheel Diesel-Mechanical locomotives (Works Nos. 195856 & 237929, built in 1939 & 1946 respectively). Both were supplied by Thomas W. Ward by July 1963 and were sent on to Aveley Plant Depot, West Thurrock when no longer needed. [25: p290]
John Mowlem & Co. Ltd. – who constructed a new cable tunnel from Kingsnorth Power Station to Chesney Marshes circa. 1973. Two NEI Mining Equipment Ltd., locomotives were used fir this contract but no details are known. [25: p298]
Damhead Creek is a tidal waterway which transitioned from a rural marshy landscape into a heavily industrialised zone. Following the closure in 1921 of RAF Kingsnorth. Damhead Creek became a centre for industrial wood pulping. When Kingsnorth Power Station was built, Damhead Creek was modified to act as the discharge channel for the station’s cooling water.
In the late 1990s, the American firm Energy began construction of 792 MW Combined Cycle Gas Turbine (CCGT) power facility. The main station buildings were built directly over a marshy extension of the creek known as Damhead Fleet. Construction concluded at the very end of the century, and the plant formally entered service in February 2001. It had been built by Raytheon Engineers and Constructors and Mitsubishi Heavy Industries, who provided the gas turbine equipment. On 2nd June 2004, the plant was bought by Scottish Power for £317 million. Then it was purchased and operated by Drax Generation Enterprise Ltd in 2018 before being sold to Vitol’s VPI Holding in December 2020. The plant is not rail-served. [51]
The Isle of Grain
A fuel depot with an attached port was established on the Isle of Grain in 1928.
By 1953, Kent Oil Refinery was established by the Anglo-Iranian Oil Company in the south of the Isle of Grain. Over ten million tons of crude oil were processed annually. This led to the building of an oil-fired power station at Grain and dual-fuel-capable power station at Kingsnorth (which, in practice, used coal).
The Anglo-Iranian Oil Company became BP. BP closed the refinery on 27th August 1982. Later, the site was taken over by British Gas plc, which used a small part of the site for the storage of liquefied natural gas. [57]
The Isle of Grain Refinery. [Google Maps, September 2026]The railways serving the Isle of Grain Refinery are shown on this extract from railmaponline.com’s satellite imagery in a light peach colour. The lines were all initially under the control of the South Eastern & Chatham Railway, later the Southern Railway. [14]
From the outset, the refinery could refine 4,000,000 tons of crude oil annually, the majority of which was shipped in from the Middle East. Smaller quantities were also delivered from Libya, Nigeria, Venezuela, and South America. In all, there were twelve jetties for sea vessels: nine of which could accommodate the largest oil tankers of the era (up to 80,000 tons dead weight). Three jetties served smaller craft of up to 19,000 tons. [58]
The Hoo Peninsula branch provided a passenger service for refinery workers and a single utilitarian prefabricated platform with two faces came into use on 3rd September 1951. Adjacent to the station, David Glasspool tells us, were “four parallel ‘loading’ sidings. Here, pipes were suspended above the tracks on gantries; when tanker wagons were stabled underneath, refined oil could be transferred to them. It would appear likely that these rails were not in use from the outset, instead appearing during the site’s expansion. … The final day of passenger working along the … route, to … Allhallows-on-Sea and Grain, was on Sunday 3rd December 1961, but the refinery … continued to go from strength to strength. Subsequent expansion between 1956 and 1960 increased the annual refining capacity to … 11,000,000 tons (58 times the capacity of nearby Berry Wiggins).” [58]
By 1983, Grain’s refining apparatus was obsolete. Although refining at the site came to an end, shipments to the site continued, and the site was used for storage. Apparently, the last train carrying oil from the site ran in 1999.
The branch continued to be of value: “container flows had commenced along the route in 1990, with the opening of Thamesport, and the former site of Port Victoria station had become a rail-served gravel works. The future of the western-most section of the branch from Hoo Junction had been secure since 1961; in this year, a spur opened to the Portland Cement Works at Cliffe, this of which itself became a gravel operation from 1969 onwards.” [58]
Locomotives serving at the Isle of Grain Refinery included:
Hudswell Clarke 0-4-0 Diesel-Mechanical Locomotive ‘Margaret’ (Works No. D1031 – built in 1956) which was delivered new to the refinery in October 1956. It worked on-site until May 1960 before moving on to “Denbigshire to work for Limestone Products. Eight years later the loco made its way to Cheshire to work for W. J. Lee – and then just three years on, in 1971, it was sent to Walsh Transport Services in Darwen, Lancashire, for storage. … In 1987, the loco moved on to Fleetwood Loco Centre, and before its move to [the Ribble Steam Railway], had a significant amount of work carried out to its engine and gearbox.” [59][25: p95]
John Fowler & Co. (Leeds) 0-4-0 Diesel-Mechanical Locomotive ‘Ormsby’ (Works No. 22077 – built in 1938). Ormsby came to the Kent Refinery from Thurrock Chalk & Whitening Co. Ltd, Essex in December 1951. The locomotive only stayed at the Kent Refinery for a short time, going to Harrisons Limeworks Ltd., Shap, Westmorland by April 1954. [25: p95]
Hudswell Clarke – 0-4-0 Diesel-Mechanical Locomotive (Works No.D708 – built in 1951). This locomotive arrived new in 1951 and was sent to M. Lynch & Son Ltd. in April 1971 and from there it went to Wm. Cory & Son Ltd. [25: p95]
Hudswell Clarke – 0-4-0 Diesel-Mechanical Locomotive (Works No.D737 – built in 1952). This locomotive arrived new in 1952 and was sent to M. Lynch & Son Ltd. in April 1971 and from there it went to Wm. Cory & Son Ltd. [25: p95]
William Bagnall – 0-6-0 Diesel-Mechanical Locomotive (Works No. 3151 – built in 1962). This locomotive came on loan in February 1962 and was sent on to Robert, Stephenson & Hawthorns Ltd., Darlington in September of the same year. It was sent later to British Waterways, Sharpness Docks (Marsh 1963). [25: p95]
Andrew Barclay – 0-4-0 Diesel-Mechanical Locomotive (Works No. 412 – built in 1957). It arrived at Kent Oil Refinery from Gavieside Refinery, Midlothian in 1963. It was sent to Ashmores of Dudley Ltd., Commercial Vehicle Dealers in January 1982. [25: p95]
Andrew Barclay – 0-4-0 Diesel-Mechanical Locomotive (Works No. 395 – built in 1956). It arrived at Kent Oil Refinery from Thames Matex Ltd., West Thurrock on hire in 1967. It was returned to Thames Matex Ltd in September 1968. [25: p95]
No. 0006 – Hunslett Engine Co. Ltd. 0-6-0 Diesel Hydraulic Locomotive (Works No. 6971, Built in 1968). It arrived new in 1968 and was sold/scrapped in September 1983.
WIN 4820-0007 – Hunslett Engine Co. Ltd. 0-6-0 Diesel Hydraulic Locomotive (Works No. 6972, Built in 1968). It arrived new in 1968 and was sold/scrapped in September 1983.
WIN 4820-0005 – Strachan & Henshaw 4-wheel Diesel-Mechanical Road-Rail Locomotive (Works No. 7508 – built in 1967).It arrived new and was sold or scrapped in around 1976.
Rolls-Royce Ltd, (Sentinel Works Shrewsbury) 4-wheel Diesel-Mechanical Locomotive (Works No. 10260, built in 1966). This locomotive came on hire from Thomas Hill, Rotherham and was returned there on 9th October 1981.
WIN 4820-0007 – Thomas Hill supplied 0-6-0 Diesel Hydraulic Locomotive, ‘Man of Kent’ (Supplier No. 294V, built in 1981). This locomotive arrived new in 1981 and was sent to the BP Oil Terminal, Hamble, Hampshire in November 1992.
WIN 4820-0009 –Thomas Hill supplied 0-6-0 Diesel Hydraulic Locomotive, ‘Kentish Maid’ (Supplier No. 295V, built in 1981). This locomotive arrived new in 1981 and was passed on to the Isle of Grain Bitumen Terminal by 7th July 1993.
No. 24 F35 – Hunslett Engine Co. Ltd. 0-6-0 Diesel Hydraulic Locomotive (Works No. 6950, Built in 1967). This lcomotive came from the BP Oil Terminal at Hamble in 1989 and was passed on to the Isle of Grain Bitumen Terminal in 1990.
Isle of Grain Bitumen Terminal – this terminal occupied part of the Kent Oil Refinery site and used the last two locomotives mentioned above (WIN 4820-0009 and No. 24 F35). Both of these locomotives were passed on to Coryton Bulk Oil Terminal, Essex circa. October 1999. [25: p95]
Brickworks on the Hundred of Hoo included:
Hoo St. Werburgh Brickworks which had a short tramway and wharf near West Hoo Creek – advertised for two locomotives at different times – in 1914, for a 2ft 6in gauge locomotive and in 1925, for a 2ft gauge petrol tractor. [25: p159]
The Brickworks at Hoo St. Werburgh as they appear on the 25″ Ordnance Survey of 1931, published in 1938. [61]
This extract from railmaponline.com’s satellite imagery shows the various tramways which from time to time were in use associated with the brickworks. The brickworks were on what is not the site of Hoo Marina Park. [14]
Stores on the Hundred of Hoo included:
Belvedere Central Stores Depot, No. 20 which was established on Erith Marsh – It had a standard gauge siding which linked to Cory’s Crabtree sidings and an internal 2ft 6in gauge network. The site operated until 1927 when it was transferred to the West Kent Electric Co. …. Three standard-gauge locomotives were used. The first was ex-LB&SCR No. 642 – built at Brighton Works in 1877 and returned to the LB&SCR in 1919. A second, ‘M/M No.5’, a 4-4-2T, was built in 1885 by Neilson & Co., Glasgow (Works No. 3209), supplied by Ridham Salvage Depot in 1921 and sold on to the East Kent Light Railway on 13th April 1923. The third locomotive was No. 424, also a 4-4-2T Beyer-Peacock locomotive (Works No. 2176, built in 1882) which arrived from W. D. Catterick Camp, North Yorkshire in November 1923 and possibly passed to George Cohen, Sons & Co. Ltd by June 1925. …. Two narrow gauge locomotives were employed on the site: ‘Skylark’ was an 0-4-2T Kerr Stuart locomotive (Works No. 802, built in 1902); and ‘M/M No.7‘ was an 0-6-0T William Bagnall locomotive (Works No.1911, built in 1917). Both of these locomotives had a very short life at the site. They arrived on site in February 1921 from CSD Ridham No. 98 and were removed from site by 15th June 1921, being sent to CSD Neasden No. 31. [25: p188]
Ridham Central Stores Depot, No. 98 opened on 24th March 1919 and closed on 24th August 1921. The two 2ft 6in gauge locomotives (Skylark and M/M No. 7) were used at Ridham before being sent to Belvedere. [25: p189]
South of Upnor (on the West Bank of the Medway)
Beyond the southern extremity of the Lodge Hill & Upnor Railway were Whitewall Cement Works and a series of Cement Works at Frindsbury. …
Whitewall Cement Works – these Works are covered in the third article in this series which can be found here. [36]
The Crown & Quarry Works at Frindsbury – these Works, and those which preceded them, are covered in the article above and in more detail here. [62]
The Aveling & Porter Invicta Works – These works were on the banks of the Medway in Strood. Most of the company’s output was steam roller, tractors and traction engines. The company did produce some railway locomotives based essentially on traction engine practice. This is not the place for a history of the company and its works but it is worth noting here that the company was rail-served, despatching much of their output by rail. This company produced some unconventional steam engines for use primarily in industry. More information can be found on Wikipedia on this link. [28]
The South and East Sides of the Estuary
Gillingham Portland Cement Works … Stoyel & Kidner tell us that, “A cement works was erected at Danes Hill, Gillingham, in 1874, and was acquired in 1893 by John Bazley White & Bros Ltd, from the Gillingham Portland Cement Co. Ltd. Its tramway is said to have been of 3ft 6 in. gauge. The company was taken over by APCM and closed in 1910. The works was reopened in 1920 under different management, but closed at the end of 1935 for two months, after which an Agreement with the Rugby Portland Cement Co. Ltd allowed it to be opened yet again; Rugby purchased it in 1938 and closed it soon afterwards. At this time it is reported that an engine called Excelsior transferred from Batchelors, Halling was still in the works.” [1: p67]
An extract from the 25″ Ordnance Survey of 1896, published in 1898. [17]An extract showing the clay pit and chalk pit associated with Gillingham Cement Works. [18] These three map extracts cover much of the extent of the Gillingham Cement Works and its Chalk and Clay Pits. The site of the works and tramways straddle three different OS Map Sheets!
This final map extract shows the tramways associated with the Gillingham Cement Works which sat to its East. [19]
Queenborough Cement Worksand allied industries…. Stoyel & Kidner tell us that “The Queenborough Cement Co. Ltd opened in 1882 and by 1896 had a short tramway down to a wharf and creek leading off the River Swale; a siding to the SECR was laid in 1904. The chalk pit also supplied a ceramics manufacturer, A. Johnson & Sons Ltd, established in 1908, which had a narrow gauge tramway.” [1: p67]
The story of these works and the area immediately around Queenborough is covered in a separate article which can be found here. [12]
British Standard Cement Ltd., Rainham …. These were short-lived works opened in 1912, it was operated by the British Standard Cement Co. Ltd., a subsidiary of E. J. & W. Goldsmith Ltd., making branded ‘Capstan’ cement. It was bought in 1928 by the Red Triangle Group and then in 1931 by APCM, closing 1937. A 2ft gauge tramway linked the Works with its Chalk Pit.
The short tramway of the Rainham Works of British Standard Cement in the 1930s; the wharf was reached through Rainham Creek, and the line at the bottom passed under Gillingham Road into the pit. This extract is taken from the 25″ Ordnance Survey of 1931, published in 1934. [13]The Chalk Pit on the adjacent 25″ OS Sheet – surveyed 1931, published 1933.
Stoyel & Kidner describe three locomotives which worked at the location:
Baldwin (Works No. 45142) 4-6-0T (unnamed) built in 1917;
Bagnall (Works No. 2149) 0-4-0ST ‘Capstan’ built in 1925; and
Bagnall (Works No. 2262) 0-4-0ST ‘Capstan II’ built in 1927.
The Baldwin holds a particular place in industrial railway history. Although a number of 2ft-gauge Baldwins from WW1 were sold to public narrow-gauge lines in Britain, only one was purchased for industrial working. No. 45142 was that locomotive. [15: photo 31]
Stoyel & Kidner say that, “The Baldwin locomotive was acquired in 1918 from the War Dept Light Railways (their No. 560) and was rebuilt by W.G. Bagnall Ltd in 1918 before starting work at Rainham. The other two locomotives were supplied new and in 1933 were transferred to the BPCM Ltd’s works at Beeding, Sussex. The Baldwin locomotive remained derelict at the works for some time afterwards and was then presumably scrapped.” [1: p69]
East Kent Chalk Quarry Co. Ltd., Gillingham, Sharps Green Cement Works Co. Ltd … The Gillingham address was probably no more than a mailing address. The company owned a small chalk pit just north of the SECR at a place now known as Lower Twydall.
Stoyel & Kidner tell us that a “railway ran northwards [from a chalk pit] under the main road at Sharps Green and on to the narrow peninsular forming the end of Bartlett Creek. Here Mr Alfred Castle had a wharf and barges to take chalk to his works at Queenborough; he also owned the quarry and the railway, but the cement works at Horrid Hill at the tip of the peninsular, known as Sharps Green Cement Works, was owned by C.L. Cary and B.P. Cary. It was opened in 1902, and taken over by APCM in 1910, being closed in February 1913.” [1: p69]
Almost the full length of the tramway appears on the map extracts below. The tramway led to a Wharf on the North side of the ‘island’ called Horrid Hill. The tramway does not appear on the next OS sheet to the North, although the Wharf does.
All these map extracts are taken from the same 25″ OS Sheet which was surveyed in 1906, published in 1909. [14]
Stoyel & Kidner note that two Aveling & Porter locomotives were supplied new to East Kent:
‘Venture’ 0-4-0WTG Aveling & Porter Works No. 4612, built in 1900.
‘Success’ 0-4-0WTG Aveling & Porter Works No. 5082 built in 1902.
‘Venture’ had been sold by 1911 to the Sussex Portland Cement Co. Ltd, Beeding, near Shoreham (acquired by BPCM in 1911), and ‘Success’ was later sold to Queenborough Wharf Co. Ltd.
Smeed Dean & Co.Ltd…. Stoyel & Kinder tell us that a Works was set up in 1850 at Sittingbourne on the East bank of Milton Creek close to the village of Murston by George Smeed which mainly produced bricks, but later also lime and cement. The company Smeed Dean & Co. Ltd was formed in 1876. [1: p69]
The company joined the Red Triangle Group when it formed. The Red Triangle Group was the informal but universal name of the Allied Cement Manufacturers Ltd., which operated seven plants in the UK (British Standard, Dunstable, Ellesmere Port, Harbury, Holborough, Rhee Valley and Sittingbourne). The failed Red Triangle Group became part of APCM in 1931. These works closed in 1970.
Stoyel & Kidner tell us that “a railway of 3ft 7½ in. gauge ran from the East Hall clay pits, just west of Tonge Road, to some sheds and then on under Murston Road to the Smeed Dean complex.” [1: p70]
The tramway network associated with Smeed Dean is covered by these next two map extracts.
The tramway network belonging to Smeed Dean & Co. Ltd and its successors as it appears on the 25″ Ordnance Survey of 1896, published in 1897. The cement works can be seen on the first of these two map extracts at the left edge of the image, immediately below Milton Creek. [20]The 1896 survey as a transparent overlay on a modern satellite image. The two features which remain are Milton Creek in the top left of this image and what was, in 1896, the London, Chatham and Dover Railway, now often referred to as the North Kent Line. a[21]
According to Stoyel & Kidner, locomotives used on this tramway were supplied new but to different designs. [1: p70] The company did not give them names. They were:
0-4-2T Kerr Stuart (Works No. 656) built in 1900;
0-4-0T Kerr Stuart (Works No. 701) built in 1900;
0-4-2T Kerr Stuart (Works No. 811) built in 1903;
Stoyel & Kidner say that, “The two earlier locomotives were scrapped in 1949 when the railway system was discontinued, but the 1903 one remained in storage in its shed until it was finally broken up in 1957.” [1: p70]
Broom Bank Railway …. Stoyel & Kidner tells that this railway was 4ft 3in-gauge opened in 1933, and ran from just North of Smeed Dean cement works. eastwards to East Hall, then North through Mere Court to clay pits near Little Murston. This seems to be much the same route as followed by the northern arm of the Smeed Dean network from earlier in the century. The later OS Map (surveyed in 1938, published in 1946) [22] shows a very similar alignment to that on the map extracts above.
Stoyel & Kidner note the similarity in alignment between the two networks but emphasise the difference in gauge. They note that two locomotives were employed on this line, both of which must have arrived after deployment elsewhere as both we manufactured well before the Broom. bank Railway opened.
Wouldham – an 0-4-0ST built in 1920 by Barclay (Works No. 1679); and
Venture – another 0-4-0ST built by Manning Wardle (Works No. 1835).
Stoyel & Kidner tell us that “both these locomotives were transferred from the BPCM Works at Wouldham Hall, in 1934 and 1935 respectively, and the rather unusual gauge was no doubt chosen for no better reason than the fact that these locomotives and other rolling stock happened to be available at the time. Venture was scrapped in 1949, but Wouldham lingered on to meet the same fate in 1962. Diesel locomotives were in use by 1956.” [1: p70] They do not provide details of the diesel locomotives used on the line.
APCM Ltd, Highsted, Sittingbourne(Highsted Chalk Pits) …. Stoyel & Kidner tell us that, “Just North of the hamlet of Highsted, there was a group of pits whose railway was unconnected with any other, supplying chalk to the Smeed Dean works latterly through a large-bore pipeline, mixed with water. A pit to the east of Highsted road was opened first, about 1896, served by a narrow gauge railway. Later a larger pit the other side of the road was opened up. and the two were connected by tunnel. The railway was taken up in World War I and replaced in 1927 by a standard gauge line; this was also out of use in 1942-7. After re-opening, a third pit was opened up south of Tunstall Road, entered by a tunnel at the south-east end of the second pit, electrically worked.” [1: p70]
The Highsted Chalk Pit as it appears on the 6″ Ordnance Survey of 1906, published in 1909. [24]Highsted Chalk Pits in 1938 as shown on the 25″ Ordnance Survey of 1938, published in 1946. The network of railways was more substantive than shown on this map extract. [26]
The only locomotive recorded at this site was:
Tay – an 0-4-0ST built in 1924 by Barclay (Works No. 1828) and arrived on site in 1927 once the line had been converted to standard-gauge.
The locomotive was bought from the Avonmouth contract of Sir W. Arrol & Co. “In 1942, it was transferred to the BPCM Ltd’s Works at Greenhithe and was almost immediately re-transferred to the APCM Ltd’s Dunstable Works. It remained there until 1946 when it returned to Greenhithe and went back to Highsted in 1947. It remained in the chalk pit here until it was scrapped in 1962.” [1: p71]
Stoyel & Kidner also note that, “The equipment for the electrical working of the third pit came from the G. & T. Earle, Hope Works in Derbyshire; there was a live centre rail taking 250V power from a motor generator. The three locomotives weighed 15 tons. with two 27 hp motors; two were built by Metropolitan-Vickers in 1927 and one in 1935 by Hawthorn Leslie. Trains of seven wagons took 56 tons of chalk from the pit to the old washeries, from which it was piped as slurry. Electric working started in November 1958 and ceased in 1970 when the works closed down.” [1: p71]
There is some discussion about modern explorations of the tunnels associated with these chalk pits here. [23]
Other Cement Works…. There was an F.C. Barron & Co. cement works on the east side of Otterham Creek but Stoyel & Kidner note that there was no evidence of a railway at that location. They also note other Cement Works in the general area which include, “Crown Quay Cement Works (F. Rosher & Co.) Sittingbourne; Dolphin Cement Works (C. Burley Ltd) on Milton Creek; Elmley Cement Works (later Maclean Levett), established about 1854 on Elmley Isle; there are no details of railways.” [1: p71]
Other Rail-Served Industries located in and to the South of the Medway Estuary
Medway Ports Authority on Hoo Ness Island
Waywell notes that while the present location is under the jurisdiction of Medway Ports Authority it has had a series of different owners – originally the Admiralty, then the Ministry of Public Building & Works, then the Department of the Environment (until 1985). A 2ft 6in-gauge tramway ran round the perimeter of the island – at first this was used for the transport and disposal of mud dredged from Chatham Docks, later, when a pipeline replaced the tramway, the tramway was used only for maintenance. That tramway appears to have been replaced by a 2ft-gauge tramway in 1952. [25: p177]
The 2ft 6in-gauge tramway on Hoo Ness Island was replaced in 1952 by a 2ft-gauge tramway. [25: p15]
In 2ft 6in-gauge days (pre 1952) 9 locomotives are recorded as in use by Waywell, in 2ft-gauge days (post 1952) 4 locomotives are recorded. [25: p177]
The full list of these locomotives can be found in Waywell’s book. [25: p177] It is, however, worth noting here that apart from five 4 wheel petrol/paraffin mechanical locomotives (onje of which was rebuilt) the 2ft 6in-gauge locomotives were:
Ascension (an 0-4-0T Avonside Engine locomotive (Works No. 1480) built in 1904 arrived here after service on the Chattenden & Upnor Railway by July 1914. It was set aside or scrapped after 6th June 1928. [25: p177]
Nipper & Ness(two 0-4-0ST Barclay locomotives (Works Nos. 1895 & 1947) built respectively in 1909 and 1911 were supplied new from the manufacturer. [25: p177]
Sirdar (an 0-4-0T Kerr Stuartlocomotive (Works No.749) built in 1903 came to the site after being used in a number of locations. Waywell lists these as “Henry Lovatt & Sons, contractors, [until] 1914, originally Leek & Manifold Valley Light Railway (1902-1904) contract, Staffordshire; (possibly thence Manchester Ship Canal No.9 Dock, Salford (1902-1905) contract, Lancashire).” [25: p177]
After 1952 – one of the 2ft 6in-gauge 4-wheel petrol/paraffin mechanical locomotives was re-gauged to 2ft. Another petrol/paraffin mechanical locomotive was purchased and the two locomotives served together on the island until 1962 when they were sent to the dealers, George Cohen, Sons & Co. Ltd,
In 1962, two 4-wheel diesel mechanical locomotives were employed, remaining on the island until 27th April 1990 and were then sold into preservation.
Chatham Dockyard
This extract from a CAD drawing in Robin Waywell’s book on ‘The Industrial Railways & Locomotives of Kent’ shows the immediate area around Chatham Dockyard. [25: p15]
All of the sites referenced in the top right of this extract from a CAD drawing in Robin Waywell’s book on The Industrial Railways & Locomotives of Kent [25: p15] are covered in a separate article which can be found here. [27]
Two separate locations outside of the dockyard are highlighted in the image above:
P45 – The Royal Engineer’s Museum – it was established in its present location in 1987. It has standard-gauge and 2ft-gauge exhibits but is not within the scope of this article. [25: p372]
C16a – Ball & Gammon Chatham Contract – Ball & Gammon undertook the construction of a branch line from the London, Chatham & Dover Railway (LC&DR) into Chatham Dockyard between 1875 and 1877. Waywell says that the work cost circa £57,000, opening on 16th February 1877. The contractor’s railway may have been 3ft 6in-gauge. One Aveling & Porter locomotive was used on the work: [25: p272]
Burnt Oak – 4 wheel WTG (geared transmission), built in 1868 by Aveling & Porter (Works No. 447) arrived from Aveling &Porter in May 1875 possibly after repairs. [25: p272]
168, 170, 174, 252 – Chatham Dockyard – all are covered in a separate article which is reference above. [27]
C55, C63, C148, C156 – Chatham Dockyard Contracts – all are covered in a separate article which is reference above. [27]
P9, P10, P40 – Chatham Historic Dockyard Trust, Chatham Steam Restoration Co., North Downs Steam Railway – all are preservation activities not strictly relevant to this article, all operate or operated within the Dockyard complex. Please see the separate article about the Dockyard. [27]
Rochester
Three locations South of the River Medway are highlighted in the image below which is also an extract from the CAD drawing in Robin Waywell’s book on The Industrial Railways & Locomotives of Kent. [25: p15]
The River Medway Southwest of the Medway Estuary in Stroud and Rochester. [25: p15]
Three locations are noted by Robin Waywell:
44– Invicta Works, Aveling & Porter – Most of the company’s output was steam roller, tractors and traction engines. The company did produce some railway locomotives based essentially on traction engine practice. This is not the place for a history of the company and its works but it is worth noting here that the company was rail-served, despatching much of their output by rail. However, the location marked by Waywell [25: p15] appears to be incorrect. The factory was on the Northwest side of the Medway in Strood. More information can be found on Wikipedia on this link. [28]
94 – William Cory’s Coal Wharf – had a travelling crane and extensive railway sidings which were laid in 1909 on land built up with chalk fill. These sidings had a connection to the Rochester-Canterbury line just to the North of Rochester Railway Station. The Wharf closed in 1970 but the site was worked for British Gypsum Ltd (Fridays only) until around 1984.
Cory’s Wharf sits across two 25″Ordnance Survey Sheets as shown here. These extracts are from the 25″ survey of 1932/33, published in 1935. [29][30]
Waywell records a number of standard-gauge locomotives employed at the site: [5: p121-122]
Bristol – an 0-6-0ST, built in1901 by Avonside Engine Co. (Works No 1427) arrived new and was sent to Erith Wharf. [5: p121-122]
Erith – an 0-4-0ST, built in 1904 by Manning Wardle (Works No. 1638) arrived new and was scrapped or sold by 1950. [5: p121-122]
Belvedere – a 4-wheel WTG – built by Aveling & Porter (Works No. 3888) in 1897, ex-Erith Wharf in April 1909, sent on to Gallons Wharf, Essex by April 1950. [5: p121-122]
(Jetty) – an 0-4-0ST, built in 1910 by Avonside Engine Co. (Works No. 1578) arrived from Gallons Wharf, Essex in July 1948 and was sold or scrapped in 1950. [5: p121-122]
Purfleet – an 0-4-0ST, built in 1919 by Manning Wardle (Works No. 1973) arrived from Erith Wharf in July 1938 and was sent to Purfleet Wharf, Essex by 1950. [5: p121-122]
Woolwich – 4wVBT – built in 1927 by Sentinel, Shrewsbury (Works No.8796) arrived from Gallons Wharf, Essex by April 1950 and scrapped in 1956. [5: p122]
Charlton – 4wVBT – built in 1933 by Sentinel, Shrewsbury (Works No.7060) arrived from Gallons Wharf, Essex by April 1950 and scrapped in 1956. [5: p122]
Belvedere – 4wVBT – built in 1945 by Sentinel, Shrewsbury (Works No.9365) arrived from Gallons Wharf, Essex by May 1950 and was sent to Thomas Hill, Rotherham in 1957 and thence to Thomas E. Gray Ltd, Burton Latimer, Northamptonshire in May 1958. [5: p122]
Greenwich – 4wVBT – built in 1929 by Sentinel, Shrewsbury (Works No.7696) arrived from Gallons Wharf, Essex by January 1952 and scrapped in 1956. [5: p122]
R39 – Thalia – an 0-4-0DM – built in 1954 by Robert Stephenson & Hawthorns Ltd. (Works No.7816) and supplied via Drewry Car Co. Ltd. (No.2503) in 1954, arrived new and was sent for preservation at the North Downs Steam Railway, Chatham Dockyard on 7th September 1985. [5: p122]
Telemon – an 0-4-0DM – built in 1955 by Vulcan Foundry (Works No.D295) and supplied via Drewry Car Co. Ltd. (No.2568) in 1955, arrived new and was sent to Strood Depot in 1973 and thence to Stone Lodge, Dartford after 3rd January 1988. [5: p122][5: p367]
P39 – William Cory & Son Ltd, Cory’s Wharf, Rochester – Waywell separately identifies the preservation activities of the company which, while not strictly relevant here, encompassed the following standard-gauge locomotives: [5: p367]
No. 1 – Scottie – an 0-4-0DM, built in1957 by Ruston Hornsby (Works No. 412427) came from Higham Station site in June 1983 and was sent to Chatham Dockyard, after 5th May 1984 and before 24th November 1984, but returned on 13th December 1986 and was then sent to Stone Lodge, Dartford after 21st December 1987. [5: p367]
No. 2 – Burt – an 0-4-0DM, built in1950 by Motor Rail Ltd (Works No. 9019) came from Higham Station site in June 1983 and was sent to Chatham Dockyard, after 5th May 1984 and before 24th November 1984, but returned on 6th December 1986, and was then sent to Stone Lodge, Dartford by 3rd January 1988. [5: p367]
No. 4 – (No. 3)– 0-4-0DH, built in1959 by John Fowler (Leeds) (Works No. 4220008) came from Higham Station site in June 1983 and was sent to Chatham Dockyard, after 5th May 1984 and before 24th November 1984, but returned on 5th May 1987, and was then sent to Stone Lodge, Dartford by 3rd January 1988. [5: p367]
No. 6 – (20287) Princess Margaret – an 0-4-0 DM, built in1948 by Barclays (Works No. 376) arrived from Chatham Dockyard 29th December 1986 and was sent to Stone Lodge, Dartford by June 1987.
No. 8 – Octane – an 0-4-0DE, built in 1958 by Yorkshire Engine Co. (Works No.2686) arrived from Esso Ltd, Purfleet, Essex on25th April 1987 and was sent to Stone Lodge, Dartford after 3rd January 1988. [5: p367]
No.9 – R40 Telemon – (see Telemon above).
No. 3 – North Downs – an 0-6-0DT – built in 1955 by Robert Stephenson & Hawthorns Ltd. (Works No.7846) arrived from Chatham Dockyard by June 1987 and was sent to Stone Lodge, Dartford after 3rd January 1988. [5: p367]
Along the South Side of the Estuary
Of the Works noted by Robin Waywell an number have already been covered above. These include:
114 – East Kent Chalk Quarry Co. Ltd., Gillingham, Sharps Green Cement Works Co. Lt. [5: p140]
41 – British Standard Cement Ltd., Rainham. [5: p73]
Another extract from the CAD drawing provided by Robin Waywell in his book on The Industrial Railways & Locomotives of Kent. [25: p15]
Works not already covered include:
87/H40 – Rainham Brickfield – Brickfields operated by Joseph Edward Butcher, located on both sides of Otterham Quay Lane with a tramway between the brickfields and clay pits; in operation by 1867 until at least 1882; later taken over by Eastwoods Ltd. Gauge: 3ft 0in. [5: p118] Adjacent were Otterham Quay Brickworks established by A. J. Knight by 1891 with a tramway to a wharf at Otterham Quay. the works closed after 1913, but certainly by 1924. [5: p389] Records have an Aveling & Porter 2-2-0WTG locomotive (Works No. 1574) of 1879 being delivered new to the Brickworks. [5: p118]
Waywell also identifies companies that seem to have operated later in the 20th century on these sites. These are covered separately below – London & Rochester Trading Co. Ltd (Rainham Brickworks), [25: p173-174, but see the notes below] and Redland Bricks Ltd (Otterham Works). [25: p200, but see notes below]
Otterham Quay Brickworks and Rainham Brickworks straddled Otterham Quay Lane. These are shown on the 25″ Ordnance Survey of 1906, published in 1908. [31]
Close by were Falcon Cement Works and Overshore Brickworks, established in the 19th century these works operated Operated under various ownerships—including Burge and Barron, F.C. Barron and Co., and Barrons Cement Co.—before being acquired by the Associated Portland Cement Manufacturers (BPCM/Blue Circle) in 1911 and closing permanently in 1913. As can be seen below the company’s wharf and Overshore Brickworks were rail-served but not more widely connected to the rail network. Typically, this would have been a 2ft-gauge line. [32][25: p382]
Falcon Cement Works and Overshore Brickworks. These are shown on the 25″ Ordnance Survey of 1906, published in 1908. [33]
119 – Gore Farm Clay Pit, Upchurch – this clay pit had a 2ft-gauge tramway and a wash mill.
120/121 – Lower Halstow Brickworks and Workshops – it appears that the same 2ft-gauge tramway served these locations as well.
Lower Halstow Brickworks appear to have extended over a relatively large area. Here, and extending onto the next OS Sheet to the South, we see the site to the North of Lower Halstow village. [35]
Here we see the most southerly portion of the works on the North side off Lower Halstow village and the village of Lower Halstow, [34]
The map extract below shows the more southerly area of the brickworks sited to the Southwest of the village of Lower Halstow. [34]
The most southerly element of Lower Halstow Brickworks as show on the 25″ Ordnance Survey of 1906, published in 1908. [34]
The most southerly length of the tramway which ran through Lower Halstow Brickworks, also runs along side Little Gore Woods to claypits to the Southeast of Gore as show on the 25″ Ordnance Survey of 1906, published in 1908. [34]
Gore Farm had two 2ft-gauge locos:
A 4wDM built in 1936 by F. C. Hibberd & Co. (Works No. 2009) which, by July 1958, was resident at Lower Halstow Workshops; [5: p144] and a 4wDM built in 1930 by Orenstein & Koppel (Works No. 4105) possibly supplied by Wm. Jones, Greenwich which was sent on to Bobbing Clay Pits in 1955. [5: p144]
Also worthy of note is another Brickworks and tramway network to the Northwest of Lower Halstow, North of Upchurch, close to Frog Farm and Wetham Green which is shown on the map extract below. [35]
The Brickworks at Wetham Green warrant a short note in Waywell’s lists which is reproduced towards the end of this article. This tramway was horse-worked and never employed locomotives. [35]
Between Lower Halstow Brickworks and Workshops,
, Waywell records nine unnamed 4-wheel locos. These are:
4wWE (overhead wire-powered electric locomotive) – built around 1900 by A. Hurst & Son, Dewsbury, Supplier not known, sent to M. Lynch & Son for scrap in around 1920; [5: p144]
4wPM – built in 1933 by F. C. Hibberd (Works No.1828) – ex Hibberd’s possibly on hire, previously at Orb Works Newport, Monmouthshire, returned to Hibberd’s where it was rebuilt as Works No.2004; [5: p144]
4wPM – built in 1935 by F. C. Hibberd (Works No.1905) – ex Hibberd’s, previously at Middle Level Commissioners, March, scrapped on site; [5: p144]
4wDM – built in1939 by Ruston & Hornsby (Works No. 198258), arrived from Orton Brickworks, Cambridgeshire by August 1956, scrapped on site; [5: p144 &145]
4wDM – built in 1936 by F.C. Hibberd (Works No. 2009), arrived new at Gore Farm Pits (noted above) and moved to Lower Halstow Brickworks by July 1958, scrapped in 1967; [5: p145]
4wDM – built in 1935 by F.C. Hibberd (Works No. 1934) arrived from Barrington Cement Works, Cambs. after August 1953, definitely here by11th August 1956, scrapped on site; [5: p145]
4wDM – built by Orenstein & Koppel (build date and works number not known) may have been supplied by Wm. Jones Ltd., Greenwich – certainly present by 24th August 1964, probably scrapped on site; [5: p145]
4wDM – built in 1934 by Motor Rail Ltd. (Works No. 5862) arrived from Orchard Farm Clay Pits by April 1966, sent to Allbrook Brickworks, Hampshire by April 1967; [5: p145] and
4wDM – built in 1941 by Motor Rail Ltd. (Works No. 8626) arrived from Orchard Farm Clay Pits by April 1966, scrapped around 1967. [5: p145]
147 – Ibstock Building Products Ltd, Funton Works, Lower Halstow – this brickworks was built in the 1930s. It was used as a War Department Store during WW2. First owned by Newington Bricks Ltd., then by Eastwoods Ltd., then by Redland Bricks Ltd. and then by Ibstock Bricks Ltd. Limited information is available about the locomotives used internally. It seems that there were two different gauges both electrically powered:
3 locos were 4ft-gauge all built locally – 2w-2WE
2 locos were 2ft-gauge, again locally produced, a 4wBE of 1956 and a 2w-2BE of 1979. [5: p162]
Funton Brickworks in the 21st century. [Google Maps, September 2026]
161– London & Rochester Trading Co. Ltd (Rainham Brickworks) – were a company of barge & ship owners. By 1924 the Company owned 60 sailing barges. By 1930, the Company also operated a brickworks at Otterham Quay. The works had a 2ft-gauge tramway from a pug mill which crossed the Lower Rainham Road to a chalk pit. [25: p173-174]
Whilst I cannot be entirely sure which brickworks Waywell is referencing here, it is possible that he is referring to this short tramway or that shown on the image immediately below. The two tramways and Works are immediately adjacent to each other. [37]
Two separate tramway networks appear on the 25″ Ordnance Survey of 1938, published in 1946. These appear of the two adjacent extracts from the same OS sheet. [37]
Waywell list three locomotives as having been active at the site. All three were 4-wheel petrol mechanical locomotives built by F. C. Hibberd & Co. Ltd – all were scrapped by April 1948:
Works No. 1539 built in 1927
Works No. 1598 built in 1928
Works No. 1631 built in 1929
194 – Redland Bricks Ltd (Otterham Works) – Alternatively, one of these brickworks may have been operated by Redland Bricks Ltd. Waywell notes a a 2ft-gauge tramway from the Brickfield to Otterham Quay which also had a 2ft-gauge cable operated line. the Site was closed by 1991. two 4-wheel battery electric locomotives built by Redland cam second hand to these works in 1956 (from Fulton) and 1974 (from Warnham). Bother were scrapped by August 1992. [25: p200]
180 – Newington Brickworks – a brickworks located next to the A2 to the West of Sittingbourne. It was listed in directories from 1948 . Initially locomotive worked but superseded by hand-working. [25: p189] Track was 2ft-gauge and the three locomotives were all 4-wheel diesel mechanical locos:
Ruston & Hornsby (Works No. 182140), built in 1936 and arrived on site from Hoo Brickworks by 22nd July 1948 – sent to Cremer Whiting & Co. Ltd., Ospringe after 2nd August 1954 and by July 1958.
Ruston & Hornsby (Works No. 222094), built in 1946 and arrived on site from the War Department, Liphook, Hampshire after 28th March 1957 – sent to Cremer Whiting & Co. Ltd., Ospringe after 2nd August 1954 and by July 1958.
Hunslett (Works No. 2449), built 1941, originally War Department and arrived on site from Fred Watkins Ltd. dealer by July 1958 – sent to Cremer Whiting & Co. Ltd., Ospringe around 1962. [25: p189,190]
Newington Brickworks & Tramway only appear on the 25″ OS Sheet of 1906, published in 1908. [40][41]
225 – Motney Hill Sewage Works, Rainham – operated by Rochester, Chatham & Gillingham Joint Sewerage Board until 1st April 1974. The original rail system was 20″-gauge and was replaced in 1952 by a 2ft-gauge system. The rail system finally closed in 1978. [25: p 218] The Wastewater Treatment Works is now operated by Southern Water. [38]
Waywell lists three 20″-gauge locomotives as having been active at the site before 1952. All three were 4-wheel petrol mechanical locomotives built by F. C. Hibberd & Co. Ltd.:
Works No. 1690 built in 1930
Works No. 1806 built in 1932
Works No. 2036 built in 1937
All were disposed of after 1952, apparently two were sent to W. Morris, Bromyard & Linton Light Railway, Herefordshire in 1978. [25: p 218-219]
Waywell lists two 2ft-gauge $-wheel diesel mechanical locomotives built by Motor Rail which arrived new in 1952 and which were both sent on to W. Morris,Bromyard & Linton Light Railway, Herefordshire in 1978. [25: p 218-219] The two locomotives were:
Works No. 9676 built in 1952
Works No. 9677 built in 1952
Motney Hill Sewage Works as shown on the 25″ Ordnance Survey of 1931, published in 1934. [39]
H62 – Upchurch Brickworks (Wakeley Brothers) – Waywell records these brickworks as being established by 1874 and sat on Poot Lane, Upchurch. The Works had a horse-worked tramway that connected to clay pits near Frog Farm. The Works closed sometime after 1918 and definitely by 1922.
A repeat of an image from earlier in this article: the Upchurch Brickworks at Wetham Green. This tramway was horse-worked and never employed locomotives. [35]
C16 – Ball & Gammon, Gillingham Contract – a contract for construction of a Wharf at Gillingham was let on 15th February 1867 to J. H. Ball & Co., it involved the construction of a wharf at Government expense because expansion of Chatham Dockyard had taken other land adjacent to its site. The contract ran from 1867 to 1872. Two Aveling & Porter locomotives were used on the contract on what were probably 3ft 6In gauge rails: [25: p272]
Unnamed – 4-wheel WTG built in 1868 (Works No. 320) came new to the site and was scrapped at the end of the contract.
Burnt Oak – 4-wheel WTG built in 1868 (Works No. 447) came new to the site and returned to Aveling & Porter for repairs?
C16a – Ball & Co., Chatham Contract – a contract for the construction of a branch line from the LCDR into Chatham Dockyard. The contract ran from 1875 to 1877 and made used of ‘Burnt Oak‘ after repairs? at Aveling & Porter. [25: p272] This location was noted above when taking a quick look at Chatham Dockyard. [27]
H6 – Darland Brickworks – in operation from 1899, had a narrow gauge tramway which is shown on the 25″ Ordnance Survey 1906/1907, published in 1909. No further details are known. [25: p381]
Darland Brickworks Tramway as it appears on the 25″ Ordnance Survey of 1906/1907, published in 1909. [63]
H30 – Court Field Brickworks, Gillingham – were established by 1874 and had a tramway to clay and chalk pits which was probably worked by horses. Thew proprietor’s death in 1903 led to then closure of the works soon after, [25: p387]
References
B. D. Stoyel & R. W. Kidner; The Cement Railways of Kent; The Oakwood Press (LP70], Headington, Oxford, 1973 & 1990.
The Culm Valley Light Railway: the railway junction at the West end of the line is Tiverton Junction on the GWR main line from Bristol to Exeter. [1: p4]
The Culm Valley Light Railway was a standard gauge branch railway that operated in the English county of Devon. It was just under 7 1⁄2 miles (12.1 km) from Tiverton Junction station on the Bristol to Exeter line, through the Culm valley to Hemyock via Uffculme and Culmstock. [2]
The line followed the River Culm through the Blackdown Hills. The main stations were at Uffculme and Culmstock, with later additions of Coldharbour Halt (1929) and Whitehall Halt (1933).
Some excellent photographs of this line can be found on the Cornwall Railway Society page ‘The Hemyock Branch‘, [40] and a series of images taken on a cycle along the old railway route can be found on a page on the Exeter & Teign Valley Railway website. [54]
The Culm Valley project was one of the earliest successful applications to build a ‘light railway’ as defined in the Railways Regulation Act of 1868. This stipulated the limitation of loads to eight tons on an axle and of speed to 25 mph It was considered, however, that a maximum speed of 16 mph would be adequate for the nature of traffic the line would carry and it was hoped to build the line for a little under £30,000. The Act received the Royal Assent on 15th May 1873. The Culm Valley was the first major line engineered by Arthur Pain who went on to construct several other light railways, notably the Southwold and the Axminster & Lyme Regis. [3]
It was intended as a very low-cost scheme, but by the time it opened in 1876 it had cost more than twice the originally anticipated budget and taken five times the expected time to complete. Contract completion was originally expected by the end of 1873. However, construction actually began in 1874, and the line did not open until 29th May 1876 — a total build time of two and a half years. [2]
Once construction started in early 1874, a new completion date was set as December 1874. Labour was cheap and abundant and an added boost was given to the lines prospects by the decision of the [Bristol & Exeter Railway (B&ER)] to extend mixed gauge westward from Taunton, which would allow the transfer of rolling stock to and from the main line at Tiverton Junction.
However, by the end of 1874, “only 2 miles 2 chains had been completed which started a series of delays that increased the construction costs and put back the opening date. At this time the Bristol and Exeter Railway had entered into negotiations for union with the Great Western Railway; as a result, the GWR took over its former partner on 1st January 1876 and with it the responsibility of working the branch. The line eventually opened £20,000 over budget on 29th May 1876 with a train composed of Bristol and Exeter stock and hauled by a locomotive specially built for the branch in the Bristol and Exeter workshops at Bristol. There were intermediate stops at Uffculme and Culmstock.” [3]
The B&ER had agreed to operate the branch for 50% of the total revenue income and the GWR took on that commitment. “The mixed gauge had reached Exeter in 1874 and the first regular working of a ‘narrow gauge’ goods train west of Taunton began in March 1876, just in time to give the Culm Valley through freight facilitates from the outset. Two standard gauge 0-6-0T locomotives were built for the Culm Valley Railway, they were operated on the line until 1881 when they were replaced by two 2-4-0T locomotives which came from the South Devon Railway.” [3]
Initially there was much local support for the line but the Great Western didn’t have the same enthusiasm for its partnership with the Culm Valley as its predecessor. As a result of the significant over expenditure during construction the line suffered a burden of significant interest payments. The 50% of revenue reserved for the company was insufficient and financial difficulties became so severe that the GWR had to take control of the line in April 1880, only a few short years after the line opened.
The line struggled financially for decades until United Dairies opened a creamery at Hemyock in 1916, which became the primary source of freight and kept the line alive.
“In 1922, there were four trains a day and those during the middle of the day were usually of mixed stock with two passenger coaches and five or six wagons.” [3]
Passenger services were lightly patronised throughout the history of the line. The GWR sought to increase those numbers by providing two additional stopping places on the line — Coldharbour (1929) and Whitehall (1933) Halts. No GWR railcars allocated to be used on the line. The GWR argued that no modern passenger vehicles or diesel rail cars could be used on the line because of the restrictions imposed by the curves on the line. [6]
Passenger services officially ended on 9th September 1963. General freight stopped in 1965, though milk trains for the Hemyock dairy continued. The line closed completely on 31st October 1975 after the closure of the dairy.
As we have already noted, when the line was built, two standard-gauge 0-6-0ST locomotives (Nos. 114 and 115, later GWR Nos. 1376 and 1377) were built specifically for the route and operated it starting in 1876. In 1881, the GWR replaced the original engines with two 2-4-0T tank engines (Nos. 1298 and 1300) that had originated as South Devon Railway machines. For much of its 20th century passenger life the line was operated by Charles Collett’s GWR 1400 Class 0-4-2T engines (such as No. 1442, nicknamed ‘Tivvy Bumper’, [4] and No. 1451). These light, agile engines were ideally suited for the line’s sharp curves, 15 mph speed limit, and push-pull autocoach operations. [5]
Crombleholme, Stuckey & Whetmath describe the era of steam power like this:
“One of the prime attractions of the CVLR has always been the variety and intrinsic charm of its locomotives and rolling stock. The first engines were two diminutive 0-6-0 side-tanks (Nos. 1376 and 1377 in the GWR list) which were specially built for the purpose at the Bristol works of the B&ER in 1874 and 1875 respectively. They had 12 x 18 inch inside cylinders and 3 ft. 6 in. coupled wheels, but, despite their short wheelbase, the sharp curves of the C.V. did not take kindly to the six-coupled wheels and by 1881 they were trans-ferred elsewhere; 1376 ended its days at Oswestry in 1934 and No. 1377 at Weymouth in 1927.
“The little B&ER 0-6-0s were followed by two ex-South Devon 2-4-0 tanks, domeless but with an imperious whistle. They were built at Newton Abbot for the broad gauge in 1878 with 4 ft. 11 in, coupled wheels, 3 ft. leading wheels and inside cylinders 11 x 17 in., but were reassembled for standard gauge work at Swindon in the year of their manufacture, and numbered 1298 and 1300. 1298 served the Culm Valley until 1926, and 1300 worked the branch for a further eight years until 1934. Their sister, 1299, was a crane engine and saw heavy service at Swindon for about fifty years. The Ince Forge Company made the boilers for these locomotives. No. 1298 was scrapped in 1928; 1300 was withdrawn in September 1934 and cut up in November 1936.
“Another locomotive with a chequered career which served on the CVLR was 2-4-0 No. 1384. Originally Watlington & Princes Risborough Railway No. 2, she was built by Sharp Stewart & Co. (Works No. 2578) in February 1876. Following the GWR take-over of the Watlington branch, 1384 was transferred to Cornwall for work on the construction of the Bodmin Road to Bodmin branch in 1886. No. 1384 next appears on loan to the Lambourn Valley Light Railway for its opening on 4th April 1898, where it remained until that Company’s own engines were delivered. In 1899, 1384 underwent a rebuild at Swindon, reappearing with a belpaire boiler and a fat polished brass dome on the back ring, and was soon despatched to yet another pioneer job in the Mendips on the Wrington Vale Light [Railway]. From thence she went to the Culm Valley and for the next ten years the single-road engine shed at Hemyock was her home. Swindon did not like 1384s eccentric, spindly appearance and non-standard specification, and she eventually passed to the ownership of the Weston, Clevedon & Portishead Light Railway, where she was christened “Hesperus” (a typical mythological fancy of Colonel Stephens), lived to an eventful old age, and finally succumbed to the scrapman’s torch in 1937.
“A later servant of the Culm Valley was “Lady Margaret”, No. 1308, also a 2-4-0T and also built originally for a minor railway, the Liskeard & Looe, in 1902. The manufacturer was Andrew Barclay Sons & Co. (Works No. 956) and the engine became GWR property when the GWR absorbed the Liskeard & Caradon and Liskeard & Looe Railways in 1909. In common with the mixed motive power acquired by Paddington from her satellites the “Lady Margaret” was employed on various odd jobs in England, and later on the Tanat Valley and Kerry branches in Wales. In May 1929, she was rebuilt at Swindon with a new top-feed boiler, and then allocated to Exeter for the Culm Valley duties, and although her stay was brief she left behind quite a considerable reputation as a capable and free-steaming little engine. “Lady Margaret” outlived the Great Western itself and was cut up at Oswestry by British Railways in 1948.
“Prior to “Lady Margaret” the ex-Cambrian Railway 2-4-0T No. 1192 sojourned on this pretty branch for a short time. In 1932, after “Lady Margaret” the 48xx (later 14xx) 0-4-2Ts designed by C. B. Collett made their debut on the branch on which they performed until the end of passenger services. Nos. 1449, 1451, 1468 and 1471 were among the regular work-horses. One of the non-motor fitted engines, No. 5812, was sent to the CVLR when first built in 1933 and remained for several years before gravitating eastwards to Taunton, where it was used on the Chard branch. These small 0-4-2Ts proved capable and gallant toilers when handling the heaviest of the CVLR’s sometimes heavy milk traffic. The maximum loading for the 14xx class was 140 tons down, 180 tons back.” [1: p16-18]
Following the withdrawal of passenger services in September 1963 and general freight in 1965, 204 hp diesel shunters took over the remaining goods traffic. These locomotives were BR Class 03 0-6-0 shunters D2133 and D2134 and Class 04 0-6-0 shunter D2280 (this locomotive was later used on the Weymouth Street Tramway). [7] During the final months of operation supplying the Hemyock dairy (which continued until 31st October 1975), heavier BR Class 22 and Class 25 diesel locomotives handled the milk tank trains before the line’s permanent closure.
Class 22s (North British Type 2) – These locomotives worked the daily afternoon trip from Exeter, bringing empty 3,000-gallon milk tankers up the valley to Hemyock and hauling the full tankers back to Exeter St Davids. From there, the tanks were forwarded to London bottling plants. [8]
BR Class 25 (Sulzer Type 2) – Following the complete withdrawal of the Class 22 fleet at the start of 1972, British Railways introduced the ubiquitous Class 25 diesel-electrics to handle the branch’s light duties. [9]
Rolling Stock
Crombleholme, Stuckey & Whetmath provide a single paragraph of notes about the rolling stock on the branch:
“The passenger rolling-stock used was four-wheeled until the 1930s. After the 1945 war the line became a home for a number of old clerestory-roofed coaches. In 1951, two ex-Barry Railway brake/third bogie coaches were adapted for service on the branch. At this time they were converted from electric to gas lighting as the slow speeds necessary prevent a dynamo from functioning adequately. These vehicles, W263W and W268W, were 58ft. 8in. x 9ft. 3 in. and weighed 26 tons. Five second class compartments were provided as well as the guard’s and luggage compartments. The Barry coaches were withdrawn and at least one scrapped during the Winter 1962/63, and replaced by two ex-L.N.E.R. four compartment brake/second coaches. These were W87245E and W87270E, measuring 52 ft 2 in. x 8 ft 11 in. over body (9 ft. 3 in. overall width).” [1: p18]
Crombleholme, Stuckey & Whetmath tell us that, “Passenger and goods traffic was initially handled in separate trains but by the early years of the twentieth century mixed trains became usual. Improved motive power then made possible faster times despite liberal allowances for shunting, and there were improvements in the much-criticised connections with the main line. The following special restrictions were in force: the axle loading must not exceed 13 tons 18 cwt.; ordinary 8-wheel passenger stock and all 6-wheel (except milk tanks) prohibited. Long timber must not be accepted for transit at Uffculme, Culmstock and Hemyock.” [1: p21]
Crombleholme, Stuckey & Whetmath continue: “New local industries provided additional sources of revenue, including Fox’s textile factory behind Coldharbour Halt and a red-brick slaughterhouse at Uffculme, outside which in the 1930s there was usually a row of refrigerated meat vans. When Hemyock shed was in use, the first train was ‘up’, but after the branch engines were allocated to Tiverton Junction, a sub-shed of Exeter, the first train of the day was in the ‘down’ direction, a freight with an empty coach. At Hemyock shed, the early turn fireman booked on in time to raise steam whilst the late-turn fireman was responsible for the disposal of the engine. As a result one mid-day train was operated by two drivers, the early turn fireman having booked off and the late turn man was not on duty.” [1: p21]
Hemyock Milk Depot and Creamery
“The milk depot and creamery at Hemyock was opened by the Culm Valley Dairy Company in 1886, and for many years the chief product was butter. In 1916, the Wilts United Dairies Ltd. acquired the premises and, after a short period during which cheese was manufactured, the major output until 1920 was condensed milk. In 1920, a spray drier was installed and [as of 1964] spray-dried skimmed milk and whole milk, and spray-dried ice cream [were] prepared at Hemyock, in addition to the bulk milk supply for the London market. Cream [was] made for despatch to Chard for use in butter-making. … Milk [was] collected from an area about 15 miles across, extending from the Blackdown Hills to the north, to the main road from IIminster to Exeter in the south. The volume of milk despatched daily [was] up to 30,000 gallons, depending on the time of the year and the extent to which it [was] being used in manufacturing processes. [As of 1964] the Wilts United Dairies [had] no … intention of changing from rail to road for transport, and they [were] assured that the rail service [would] continue for some time.” [1: p23]
Following the eventual shutdown of the dairy factory operations in 1975, the historic site fell into disuse. The station and creamery buildings, once the industrial heart of the Culm Valley, have largely been cleared or earmarked for local housing developments.
The Route of the Line
Crombleholme, Stuckey & Whetmath tell us that, “The Culm Valley has the distinction of being one of the slowest lines on British Railways; its mixed trains took up to 58 minutes for the [7.5 mile] journey, yet the Lilliputian majesty of their progress up and down the valley was recorded in the working timetable to the nearest half-minute. It started life as a rural and local jack-of-all trades, passengers for or from distant parts finding discouraging intervals at Tiverton Junction and Taunton.” [1: p10]
We start our journey along the line from the outer-face of the down island platform. Prior to the reordering of the station to allow better arrangements for through traffic in 1932, a run-round loop was provided. Before that “it was necessary for the engine to propel its into a gravity siding and retire up the branch whilst the stock ran back into the platform. [Prior to the reordering of the station], there was a separate frame on the platform for the branch line signalling but [after 1932] this [was] controlled from the main-line box.” [1: p10]
General view of Tiverton Junction, circa 1905, before quadrupling of the main line. No. 1384 sits at the platform on a Culm Valley train. [1: p11]
Tiverton Junction originally opened as Tiverton Road in 1844. It closed on 11th May 1986, and was replaced the next day by Tiverton Parkway Railway Station located about two miles away.
Tiverton Junction Station in 1888 as it appeared on the 25″ Ordnance Survey of 1888, published in 1889. The Culm Valley Light Railway leaves the station at its northern end and curves away to the East. The Tiverton Branch leaves the station at its southern end and heads away to the West. [10]Tiverton Junction Station fifteen years later, in 1903. This is an extract from the 25″ Ordnance Survey of 1903, published in 1904. Very little has changed since 1888. [11]An extract from the 1:10,000 Ordnance Survey (revised) of 1967 to 1971, published 1971. This is considerably less detailed than the two earlier plans, so comparison cannot be made. We do know that earlier in the 20th century major refurbishment of the station occurred when changes to the wider rail infrastructure were undertaken. [12]
A modern satellite image of approximately the same area shown on the OS map extracts above. The railway still runs through the site of the railway station but the station has been replaced by Tiverton Parkway a couple of miles away along the line. the dominant modern feature in the immediate vicinity of the old station site is the M5 motorway!. [17]
David Glasspool tells us that, “In 1930, the GWR announced a series of major upgrades, network-wide, which included station rebuilds, engine shed renewals, and widening main lines. The company took advantage of a series of cheap loans offered by the government, which aimed to tackle unemployment. … five stations between Norton Fitzwarren and Exminster, viz., Weillington, Tiverton Junction, Cullompton, Stoke Canon, and Exminster, [were] to be improved and converted into 4-line stations and the 1¾ miles of line between Sampford Peverell and Tiverton Junction quadrupled. This [was] a continuation of the scheme of quadrupling of the seven miles of line between Cogload Junction and Norton Fitzwarren and the reconstruction of Taunton Station.” [13][14]
It seems from local newspaper reports of the time, reconstruction work at Tiverton Junction commenced in about January 1932:
The Devon and Exeter Daily Gazette, Thursday 14th January 1932 reported on a, Big GWR Scheme: Transformation of Tiverton Junction Station Two Years’ Work – “The Great Western Railway Company are embarking on a big scheme at Tiverton Junction station, which will probably take two years to complete and during that time give employment to 200 men. When it is finished there will be a complete transformation at the station and its environments as they exist today. … The layout provides for new platforms and station buildings, new goods shed, cattle pens, and engine sheds, extension of the shunting yard, reconstruction of the bridge which carries the lines over the main road, and the straightening out and widening of the road. The main lines will be doubled, stopping trains taking the platform lines and expresses, the middle through lines. Accommodation for the public will be particularly extended on the up side. … Already gangs of men have removed thousands of tons of earth on the south east side, the whole of the gardens having been taken away and the soil tipped on the up side for the prospective line widening.” [13][15] It is worth noting that although this article suggests a 2-year time frame, work was effectively completed by the Autumn of 1932. [13]
The Western Times, Friday, 30th September 1932 – reported that, “For some time past extensive alterations have been undertaken by the GWR to their station at Tiverton Junction, and on Sunday next, 2nd October, the last big item of work will be carried out. This will bring into use a new down platform and down platform line, 1,200 feet in length, and provide four lines through the station. The station has been completely rebuilt, new offices, and waiting rooms provided, a new signal box erected, as well as a large goods shed and locomotive shed. … The most hazardous task connected with the alterations was the building of a heavy bridge over the roadway to carry the four running lines, and this was successfully accomplished, despite the fact that full passenger and goods services were maintained. … With the completion of the work at Tiverton Junction the Company’s quadrupling scheme between Exeter and Taunton will be fully realised, and further facilities provided for the operation of passenger and goods train services.” [13][16]
The view Northeast from Tiverton Junction Station, the Culm Valley Light Railway can just be seen curving to the right beyond the train entering the station on the right, (c) Roger Joanes and licensed for reuse under a Creative Commons Licence (CC BY-SA 2.0). [17]The view Southwest through Tiverton Junction Station, (c) Roger Joanes and licensed for reuse under a Creative Commons Licence (CC BY-SA 2.0). [17]The bridge which carries the main line at what was Tiverton Junction Railway Station over Willand Road. This view looks Southeast along the road. [Google Streetview, July 2026]The same location and bridge, seen this time from the Southeast. [Google Streetview, July 2026]
“At the end of the platform the branch curve[d] sharply eastwards and the train [was] immediately faced with a short, but steep climb on a gradient of 1 in 66. In the days of the early 2-4-0 tanks, trains frequently stalled on this section and had to run ignominiously back to the junction and make a fresh start. After 3 or 4 abortive attempts they needed to replenish their small water tanks before setting off once again.” [1: p10]
The first length of the line out of Tiverton Junction Station in 1888 as it appeared on the 25″ Ordnance Survey of 1888, published in 1889. The line turned sharply Southeast and was in a deep cutting. The gradient on the line was 1 in 66. It passed under an accommodation bridge at the end of the curve. [10]
“At the summit [was] a stop board for all up trains. The line [ran] through a deep cutting [and] under a concrete occupation bridge of recent construction.” [1: p10] The concrete bridge sat at the East end of the curve out of the station.
A similar area shown on modern satellite imagery with the route of the branch line marked in green. [17]
Just to the right of the map extract and satellite image above the line passed under two road bridges. It is shown here passing under what were the A38 and A373 roads. [18]
A similar area on modern satellite imagery. The two roads which bridged the old railway are shown on this image as South View Road and Silver Street. The modern alphanumeric designation of the two roads being B3440 and B3181 respectively. [17]
The location of the old bridge on South View Road which was once the A38. The camera is facing Southwest. The walls shown either side of the carriageway are what remains of the bridge which spanned the railway. [Google Streetview, August 2026]The location of the bridge on Silver Street, seen from the North. [Google Streetview, August 2026]The view from Foxglove Chase along the line of the old railway. [Google Streetview, August 2026]The view back along the line of the old railway from the modern estate road Willand Moor Road [Google Streetview, August 2026]
The railway then turned back towards the Northeast. The line crosses between one 25″ OS Map Sheet and the next to the South, before returning back across the map sheet boundary. [19]
The same area in the 21st century. [17]
“The line now drops down into the Culm Valley and runs alongside the winding river. Soon, the first level crossing, with a farm lane is encountered.
Quick’s Farm was to the North of the old railway. [18]The modern satellite imagery shows that the buildings at Quickes Farm cover a much larger area in the 21st century, with some being built over the line of the old railway. The line remains marked by the field boundaries. [17]Selgar’s Corn Mill sat to the South of the line with the mill pond in very close proximity to the railway. An S-bend in the railway alignment took it to the North of the mill. At Selgars Mill, the branch-line took to closely following the River Culm. [18]Approximately the same area as shown on the map extract above, [17]The railway ran along the Northbank of the River Culm passing to the South of Langlands Farm before bridging the river. The bridge can be seen in the immediate top-right of this extract from the 25″ Ordnance Survey of 1888, published in 1889. [18]A similar area to that covered in the map extract immediately above. [17]After bridging the river (bottom left) the line bridged a series of short lengths of one arm of the river which were no longer the main channel of that arm of the river, while remaining of the south bank of the man-made length of the river which acted as an outflow from Worsted Mill Coldharbour Mill), which the line passed to the South. [18]Approximately the same length of the line plotted on modern satellite imagery. [17]
After crossing and re-crossing the river several times the line curves sharply to arrive at Coldharbour Halt (opened in 1929). There was a short siding at this location. The platform [was] backed by a post and wire fence, [and had] a small wooden shelter, and the name-board [was] delightfully entwined with wild roses! The siding behind the halt was, by 1964, no longer used having seen no traffic for some years. [1: p10]
Coldharbour Halt in 1950, with the Mill behind it, (c) J. L. Smith. [21]Seen from the North, this is the location where a level-crossing took the line over the road South out of Coldharbour. The gates on the left of the road protect a public footpath/cycleway that follows the line of the old railway towards Uffculme. [Google Streetview, August 2026]The line ran parallel to one arm of the River Culm, effectively on an island between the two arms of the river! At Worsted Mill (Coldharbour Mill) there was a short siding serving the mill. Not shown on this map extract which was surveyed in 1888, was a much later Halt. Coldharbour Halt was opened in 1929. [20]Hand-drawn map of the Coldharbour Halt and the siding that served the mill. [1: p24]Beyond Coldharbour it was only a short distance to Uffculme Railway Station (top right of this image) which was on the Southeast side of the village, between it and the river. [20]This next satellite image covers the same length of the line as the two map extracts immediately above. The location of Uffculme Railway Station is at the top-right of this satellite image and the map extract immediately above. [17]
Uffculme Railway Path was provided with an information board in 2022 by Uffculme Local History Group. [22]
The board outlines some of the history of the Culm Valley Light Railway with a series of Track Facts and also tells the story of how the Uffculme section of the track bed was saved for the benefit of the community after the Culm Valley Light Railway finally closed in 1975.
A closer view of the map shown on the display board above. The railway from Coldharbour to Uffculme Railway Station is illustrated. [23]
The start of the path. [Google Streetview, August 2026]
At the East end of the 21st century path walkers reach the site of Uffculme Railway Station.
Crombleholme, Stuckey & Whetmath describe this length of the line like this: “From Coldharbour the track skirts Uffculme, situated on the valley slopes, for half a mile to arrive, after a series of alarmingly abrupt right and left hand curves, at Uffculme station. On the right a private siding leads to a grain mill. Guarding the level crossing is the only stop signal on the branch east of Tiverton Junction. It is however rarely operated. Until 1932, there was a goods shed but it was removed during the general alterations of that period, and any traffic is dealt with in a small corrugated building on the platform. The station building is of red brick, as at all stations on the line, of simple and compact design with all the usual offices. Uffculme is one of the busiest points on the branch, handling up to 100 tons of freight daily, and once again there are roses around the name-board, and well-tended gardens. The little station is prettily overshadowed by the spire of the town’s 13th century church.” [1: p12]
Uffculme Railway Station in 1887 as shown on the 25″ Ordnance Survey of 1887, published in 1889. [20]
Uffculme Railway Station as shown on the 25″ Ordnance Survey of 1903, published in 1904. [24]
A closer view of the station site on 21st century satellite imagery. [17]
Uffculme Railway Station as recorded by Crumbleholme, Stuckey & Whetmath in 1964. Note that the siding recorded on railmaponline.com but not on the two OS Map extracts is shown in this hand-drawn map. Uffculme station had a single platform with a loop, and a goods yard was opposite the passenger platform with had two sidings accessed from the loop. One of these served a loading dock with cattle pens. Across a level-crossing to the West of the station was a siding serving grain mills. [1: p24]A colourised black & white photograph which looks Northwest across the level-crossing along Bridge Street in Uffculme the grain mills were off scene to the left and the railway station buildings were off the image to the right. This image is in the John Alsop Collection, (c) Public Domain. [27]
Looking Northwest through the location of the level-crossing in the 1970s and in 2021. [28][Google Streetview, June 2021]
After Uffculme Railway Station closed to passenger services in September 1963, the station remained open for goods until 8th May 1967. [27]
A postcard photograph showing Uffculme Railway Station. It is taken looking East from Bridge Street just on the Northwest side of the level-crossing. This photograph was taken by Gregory Crease in the late 19th century or early 20th century, (c) Public Domain. [26]The grain warehouse on Bridge Street, Uffculme is at the rear of the left side of this photograph. The short green line between the garage building and the car shows the line of the old railway which ran alongside the grain warehouse. [Google Streetview, August 2026]Turning through 180°, this image shows that the approximate line of the railway into what was Uffculme Railway Station has been redeveloped. This view is equivalent to the monochrome image of the station site above. [Google Streetview, August 2026]Locomotive No. 1300 idling at Uffculme Railway Station. The building to the left of the image was Uffculme Gas Works. This image (Courtesy of the Hemyock History Group) was shared on the Discovering Devon, Somerset and Beyond Facebook Page on 29th May 2026, (c) Public Domain. [37]An early mixed train at Uffculme Railway Station. This image (Courtesy of the Hemyock History Group) was shared on the Discovering Devon, Somerset and Beyond Facebook Page on 29th May 2026, (c) Public Domain. [38]
This relatively poor quality image shows a train heading for Hemyock. The photograph is undated and unattributed but appears to come from the very early years of the 20th century or earlier. The locomotive appears to be a 2-4-0T, possibly No. 1300, (c) Public Domain. [28]
This aerial image was shared by Ben Waerdo on the Disused Stations Facebook Group on 14th January 2024. The North point is to the bottom-right. The grain mill is at the top of the image The railway runs beside the mill, across the road and into Uffculme Railway Station. The railway bridge over the river is in the bottom left quadrant of the image. [29]
This is the first length of the old railway to the East of Uffculme Railway Station. The Bridge over the River Culm can be see at the bottom left of the image. This is again, and extract from the 25″ 1887 Ordnance Survey, published in 1889. [25]Approximately the same area as it appears on modern satellite imagery with the line of the railway shown by a superimposed green line. [17]The view East from Mill Street in 2009. The River Culm is in the foreground and the railway ran relatively close to the far bank of the river, curving away to the East. The green line gives an approximation to the line of the old railway. The bridge was about 100 metres off to the right of this photograph. [Google Streetview, March 2009]
Crombleholme, Stuckey & Whetmath tell us that: “Beyond Uffculme the railway continues to follow the winding river, climbing on a ruling gradient of 1 in 68.” [1: p13]
The old railway ran to the North side of Yondercott Farm buildings. [25]This extract from railmaponline.com’s satellite imagery covers a very similar area to the map extract above. [17]Yondercott Farm seen from the South with the railway running beyond. [41]The railway crossed Ratash Lane at Five Fords Crossing. [25]Again, this satellite image covers a very similar length of the old railway to that shown on the map extract immediately above. [17]
This next extract from the 25″ Ordnance Survey of 1887, published in 1889, takes the line as far as the East edge of the map sheet. [25]
Again, this satellite image covers a very similar length of the old railway to that shown on the map extract immediately above. [17]
The next map sheet in the 25″ series was surveyed in 1888 and published in 1889. the river and railway return to running immediately adjacent to each other. The line crossed the River Culm once agin. The bridge can be seen at the right of this map extract. [30]Once again, this extract from railmaponline’s satellite imagery covers approximately the same length of line as the map extract above. The undergrowth and the trees surrounding the river and the old railway’s route mean that nothing is visible from Silver Street. [17]Now on the North side of the River Culm the line follows the contours as it heads for Culmstock. [30]A similar length of the railway is superimposed on this satellite image. [17][30]Just as with the map extract above, the location of Culmctock Railway Station appears at the centre of this satellite image. [17]
Writing in 1964, Crombleholme, Stuckey & Whetmath said that, “On arrival at Culmstock there is a further set of crossing gates for the train crew to open: Culmstock was reduced to halt status in 1960 and the staff with-drawn. Until 1932 there was a wooden goods shed but this was re-moved during the general branch layout alterations. A small corrugated iron hut on the platform, built to replace the goods shed, served as waiting room. The fifth mile-post is situated in the goods yard.” [1: p13] The map extract below records the presence of the 5-mile post.
This enlarged extract from the 25″ Ordnance Survey of 1888, published in 1889, can be compared with the hand-drawn station layout below. [30]This extract from railmaponline’s satellite imagery similarly focuses on Culmstock Railway Station. [17]Crombleholme, Stuckey & Whetmath’s hand-drawn station layout omits one of the two sidings at the east end of the Goods Yard. This station layout applied until the 1930s, when rationalisation took place. [1: p24]Culmstock Railway Station before 1910 (c) John Alsop Collection. [31]Culmstock Railway Station circa 1911 (c) John Alsop Collection. [31]Culmstock Railway Station circa 1934, prior to rationalisation. Note the original goods shed on the right of this image, (c) John Alsop Collection. [31]Present day was 1964. The station site was rationalised in the 1930s, providing a passing loop and a single siding which also served the cattle dock. Note the small corrugated goods shed to the East of the main station building. [1: p24]
Culmstock Bridge seen from the West. The line of the old railway is off this image to the left, (c) Chris Kinnersley, 2023. [Google Maps, October 2026]Looking North through Culmstock Village from Culmstock Bridge. The old railway’s level-crossing was immediately to the North of the bridge parapet walls. [Google Streetview, June 2026]Looking East from the B3391 in Culmstock village. The pub carpark sits on what was the station yard and the house with the red-tiled roof straddles the line of the old railway. [Google Streetview, June 2026]Culmstock village, seen from the East in the years after the station had been reordered. The pub on the right was then called ‘The Railway Hotel’, in the 21st century it is now ‘The Culm Valley Inn’. [42]
Immediately beyond Culmstock Railway Station the line became rural once again. From Culmstock it was 1½ miles to Whitehall Halt. …
The old railway continued East towards Hemyock. [30]This satellite image covers approximately the same length of the old railway as the map extract above. [17]
This next map extract takes us to the right side of the 25″ Ordnance Survey map sheet. [30]
A similar length of the line on modern satellite imagery. [17]
The next length of the line. [32]A similar length of the line, once again. [17]This next map extract takes us as far as Whithall. [32]Av similar length of the bline to that shown on the map extract immediately above. Note the siding shown at Whitehall. This is hard to make out on the 25″ Ordnance Survey of 1888, above but, as the enlarged extract below shows, the Corn Mill was served by a siding at least as early as 1888. The Halt was to appear considerably later. [17]An enlarged extract from the 25″ Ordnance Survey, showing the Corn Mill and its siding at Whitehall in 1888. [32]The Halt at Whitehall (although a but out of focus in this image, was built and opened in 1933, having been built as part of the alterations that were taking place at Hemyock and Culmstock in 1932. [1: p25]This extract from the 1:2500 Ordnance Survey of 1963, published in 1964, shows the Halt still in position to the East side of the level-crossing. The siding is still in place, although the Corn Mill is now called ‘Mill House’. [33]
“Whitehall Halt, a product of the 1932 changes, [was] permeated with the aroma of nearby piggeries. It was an optimistic attempt to entice traffic from the neighbouring farms. A short path [led] from the level crossing past a small wooden shelter to the halt platform. [In 1964,] there [was] a disused gatekeeper’s hut on the up side. A deserted siding serve[d] a disused mill. At Whitehall and at Coldharbour the guard used to deliver the London papers, collecting the money due weekly from a tobacco tin located in the eaves of the shelter.” [1: p13]
The Halt was in use from 1933 to 1963. It opened on 27th February 1933. It had a siding, although there were no freight facilities. Great Western Railway tickets showed it as Whitehall Crossing Halt. The station closed on 9 September 1963. Some of the platform still survives. [34][35: p455][36]
Nick Catford tells us that, “A section of the platform is extant, both crossing gate posts survive and on the west side of the crossing the end of the gate also survives and now supports a new gate. The house on the site of the goods yard is called Whitehall Halt.” [36]
A visit to the Disused Stations website will be worthwhile – there are a number of pictures of the halt, one while in use, one straight after closure and a few taken in the 21st century, [36]
Looking North across the line of the old railway the green line shows the alignment of the railway. As noted above some elements of the crossing gates remain. [Google Streetview, June 2026]Looking West along the line of the old railway – note the crossing gatepost on the right of the photograph. The green line represents the line of the old railway. [Google Streetview, June 2026]Looking East through the location of the Halt – a length of the old platform facing can be seen ahead. The crossing-gate and gatepost remain. The green line represents the line of the old railway. [Google Streetview, June 2026]
Immediately to the East of the Halt, the line crossed the Mill Race on a single-span steel girder bridge. [39]
The first bridge over the Mill Race to the East of Whitehall Halt can be seen on the left of the map extract immediately below.
The line passed through/alongside a small wood and the gradient stiffened to 1 in 76.
This extract from the 25″ Ordnance Survey of 1888, published in 1889 shows the length of the line from Whitehall Halt to the 7-mile post. A second crossing of the Mill race [32]
The two bridges can be seen more easily on this enlarged extract. [32]
The same length of the line as far as the 7-mile post. [17]
A short distance beyond the 7 mile post, the East side of the OS Map sheet picks up a location of a footbridge and sluice-gate, [32]
Approximately the same length of the line as in the map extract above. [17]
The compact little town or village of Hemyock could be seen on the right, about a mile South of Hemyock Railway Station itself. Which was in the village/hamlet of Millhayes.
This next map extract takes us the the end of the line. Hemyock Station was actually in Millhayes which was a distance to the North of Hemyock village. This extract from the 25″ Ordnance Survey of 1888, published in 1889, shows the railway station and the siding to its North which extended across the local road to the site of the Mill. [43]This railmaponline satellite image takes the line to its terminus. Not that two sidings appear to cross the road to the East of the Railway Station. [17]
By the 1960s, Crombleholme, Stuckey & Whetmath could write that, “the line passe[d] Hemyock West ground frame, where the run-round loop commence[d], to arrive at the terminus, sited at the north of and about a mile from the town centre. Two sidings cross[ed] the road to enter the Wilts United Dairies’ milk depot: the extension of the cattle dock siding serve[d] the boiler house, but [had] not been used since oil fuel was introduced; the other track serves the milk loading platform. The single-storied, red-brick station buildings are similar to, but larger than, those at Uffculme and Culmstock. The waiting room was an afterthought, constructed from concrete blocks. The East ground frame was formerly called the Signal Box although, in fact, it never controlled any signals. In 1932, the layout at the terminus was radically changed, the engine shed was closed, and the goods shed demolished, being replaced by a corrugated iron structure. The river [was] too close to allow a run-round loop opposite the platform face and the engine had to shunt its coach back into the yard for this purpose, past the backs of the anglers who were allowed to fish from the river bank.” [1: p13-14]
This enlarged extract (from 1888) shows the station site and the siding to the Mill which crossed the road at the East end of the station site. [43]By the time of the Ordnance Survey of 1903, published in 1905, the only significant alterations take place to the East of Station Road. The Mill building has been enlarged and an additional siding has been constructed. [44]By the time of this survey of 1963, published in 1964 (Scale: 1: 2500) things have changed considerably. The railway station was remodelled in 1932 and 1933. Over the 20th century, the Mil buildings were replaced by a significant dairy operation. [45]
Crombleholme, Stuckey & Whetmath provide drawing of the station before and after reconstruction, ……..
Hemyock Railway Station before and after reconstruction. Comparison of the two station layouts with the OS map extracts above, will show some discrepancies. The earlier layout fails to record the siding extending across Station Road. These drawings are only schematic in nature but the second layout does seem to have ignored the extended station approach which included a run-round loop. Details to the East of Station Road are sparce. [1: p25]
A satellite image of the site of the milk factory and Station Road which shows the alignment of the erstwhile sidings on the site. [17]
Looking Northeast along Station Road from the bridge over the River Culm – two green lines are superimposed on the photograph. The line nearest to the camera leads from the station platform off the left side of the image to the factory boiler room of to the right of the picture. The line beyond the car links the station goods yard to the loading facilities in the milk factory site. [Google Streetview, June 2026]The camera is looking from Station Road along the line of the rails, marked by the green line, through the old station which ran directly alongside the River Culm. The footbridge parapets are on the left side of the image. [Google Streetview, June 2026]Turning through 180°, with the bridge over the River Culm on the right of this image, the rails through the station crossed the road and ran ahead on what is now a grassed area. This was at one time the line used to take coal to the dairy’s boilers. [Google Streetview, June 2026]Looking West from the more northerly level-crossing on Station Road into the station goods yard. The green line represents the line running East from the goods yard across the road into the factory which would one have been behind the camera. [Google Streetview, June 2026]Looking East towards the milk factory loading area – all of the area has been redeveloped for housing. [Google Streetview, June 2026]The Opening of the Culm Valley Light Railway in May 1876 (Courtesy of the Hemyock History Group). This image was shared on the Discovering Devon, Somerset and Beyond Facebook Page on 29th May 2026, (c) Public Domain. [47]
An elevated view of the station in the 1950s. The track on the extreme bottom-left crossed Station Road to deliver coal to the factory and to collect milk powder. The other track on the left only ran a few more feet into buffers. The track on the right also crossed the road and was used for milk collection. [48]
Hemyock Railway Station at Millhayes seen from the bridge carrying Station Road across the River Culm in 1963, (c) John Thord and licensed for reuse under a Creative Commons Licence (CC BY-SA 2.0). [49]
An elevated view of the remains of Hemyock Station in 1975. The Station building has been demolished. The building seen on the right was once a cafe. The kissing gate in the foreground and the tracks have now long gone. [50]
Hemyock Dairy at Millhayes was a milk-processing and dairy facility which later evolved into the St. Ivel spreads factory. Milk traffic and processing kept the branch line active long after passenger services ended, with milk trains operating until the dairy finally closed on 31st October 1975.
In 1884, the Culm Valley Dairy Company was established in Hemyock to produce butter using mechanical methods to compete with cheap foreign imports. In 1890, the factory moved to larger premises next to Hemyock Station on the Culm Valley Light Railway, which helped transport milk, cheese, and butter across England. in 1915, United Dairies (later Wilts United Dairies) acquired the facility.
Following its time as a dairy, the facility became a St. Ivel plant where well-known butter-spreads like St. Ivel Gold and Utterly Butterly were produced before production shifted to the North of England. Closure occurred in the late 1990s. The buildings were demolished in 2000. Portions of the old factory and garage buildings were later acquired by the local parish council for community use, while other parts of the industrial footprint and former station/car park areas have transitioned into housing (the Hollingarth estate) and local development. [46]
An aerial image showing the St. Ivel factory and the old station site. Hemyock Railway Station was in the area with parked cars to the bottom-right of this image. The factory is centre-top. Two sidings crossed the road and entered the factory. One was between the factory’s oil tanks and the river. The other was to the left, near the shed on the station site. This image was shared on the Discovering Devon, Somerset and Beyond Facebook Page on 4th August 2026, (c) Public Domain. [53]
References
R. Crumbleholme, D. Stuckey and C. F. D. Whetmath; The Culm Valley Light Railway; West Country Handbooks No. 5; Branch Line Handbooks, West Country Publications, The Narrow Gauge & Light Railway Society, 1964.
The featured image for this article is a photograph taken by F. Jones of ‘Burham’, a Manning Wardle 0-6-0ST built in 1879 (Works No. 730) came from APCM Burham Works, Aylesford in 1937 and was returned to Burham in 1938 [15: p55], scrapped in September 1952. [6] This photograph was taken at the Crown & Quarry Works and must therefore be dated in 1938. An internet search to check copyright suggests that many of F. Jones photographs are now treated as Public Domain.
Much of this article is based on work undertaken by Chris Down and published in the Industrial Railway Record, Issue 16, published in 1967 and available in the Industrial Railway Society archive. [6]
To the East of the Peninsula were the Whitewall Cement Works. ….
Whitewall Cement Works – South of the southern end of the Lodge Hill & Upnor Railway was the Whitewall Cement Works which were owned by the Formby Brothers and which were active between 1862 and 1907. After 1907 two attempts were made to resuscitate these works – Whitewall Portland Cement Co. Led. (1914) and Medway Standard Portland Cement Co. Ltd. (1915). Neither company ever traded. Robin Waywell tells us that “the site occupied an area of about 24 acres with the works divided into two plants, No. 1 plant contained a pair of 130hp compound condensing engines and two Lancashire boilers, driving crushing & grinding machinery and had seven bottle and two chamber kilns. No.2 plant contained a pair of 130hp Tangye engines, two Lancashire boilers, driving crushing & grinding machinery and nine bottle and four chamber kilns. The wash mill, slurry mixer and pumps were powered by a 90hp horizontal tandem engine. There was a wharf with a frontage of 750ft with tramways and three 3ton traveling loco cranes for loading & unloading barges. The Whitewall site was very inaccessible and used solely water transport. After World War 2 the plant was demolished and the site cleared it is now partly waste ground.” [5: p388]
Chris Down wrote in the 1960s that, “Formby’s Whitewall Cement Works (closed 1909; auctioned 23rd July 1909) whose derelict site can still be examined; … never had a tramway and, after a 50ft deep overburden of Thanet Sand proved too much for quarrying, the works had chalk barged down from Halling. It was at this time that [a] proposal was put forward to extend [William] Ball’s quarry lines to Whitewall, via [a] new tunnel.” [6]
Down’s mention of William Ball means that it is worth noting the various arrangements which were made and broken over the supply of chalk to the cement works on the peninsula.
Down said in his article, that, “With so much industry within ⅜ mile of the river front, it might be expected that disputes arose. The few that did, however, were due to the complicated arrangements for chalk supply that existed and plagued the area for much of its life.” [6]
Chalk supplies for the Cement Works
The various Cement Works which developed on the West side of the Frindsbury Peninsula (Limehouse Reach) are listed below the hand-drawn map below.
William Tingey opened the Crown Cement Works in around 1851 and held something of a monopoly on the supply of chalk to the other Cement Works. Down says that, Tingey, who controlled physical access to the works, “specified that the works should obtain their chalk from him. He performed his own quarrying in the area of his works and later, when this was exhausted, took to barging chalk down from his Wouldham Quarries (the Rochester Chalk Co. Ltd.), a few miles up−river. But the lessors of the land (the Ecclesiastical Commissioners) seem to have appointed a common quarrier, doubtless imagining that this would be a more efficient arrangement than for the individual owners to quarry themselves.” [6]
By 1863, John Cole, appointed by the Ecclesiastical Commissioners was quarrying on their land and offering chalk to the nearby works.
It seems that Phoenix Cement Works soon broke the terms of its lease and took chalk from Cole. In 1878, Cole died and was succeeded by William Ball; “on 30th December 1879 the Ecclesiastical Commissioners agreed to rent the land to Ball for an annual rental of £100 plus 5d per ton on the chalk quarried. As other works were put up, the complaints grew in number, both about the restrictions imposed by Tingey … and about the chalk prices charged by Ball. It does seem fairly certain that Ball was trying to some extent to drive the manufacturers out of business. He could then put up his own works and manufacture at a much lower cost. But for the depression of the industry in general, and the formation of A.P.C.M. (1900) Ltd., he might even have succeeded.” [6]
Down wrote that, “Ball supplied Phoenix, Globe, Quarry, Beehive and Beaver exclusively and Bridge probably in part. Tingey supplied himself and Bridge, but these arrangements probably altered according to local animosity at the time. At various times, Ball cut off chalk supplies for a number of reasons that were more or less contrived with the object of demonstration his power; equally often, the manufacturers threatened to obtain chalk from up−river quarries unless Ball reduced his prices. Small wonder that the industry was in such a bad state at the end of the century.” [6]
Crown & Quarry Cement Works were on the western shore of the Frindsbury Peninsula. … The Frindsbury Peninsula was South of Upnor and the Whitewall Works. It was rail-served. The schematic map below was included in the article written by Chris Down in Issue 16 of the Industrial Railway Record in 1967. [6] This map shows the Cement Works and their railways prior to their absorption into
Industrial Premises on the Frindsbury Peninsula prior to 1909. This is one of two images showing the railway routes on the Peninsula provided in Chris Down’s article in the Industrial Railway Record. Both these images can be found here, (c) Chris Down. [6]
A series on seven different cement works were present on the peninsula and all seven became part of the APCM (1900) Ltd.: [5: p54]
Crown Works (Established ~1851): Founded by William Tingey & Son, operating long-term before merging into Blue Circle operations that lasted until 1963. [6]
Phoenix Works (Started 1877): Established by George Burge, closing by 1907. [6]
Globe Works (1880): Established as a cement and whiting facility, later absorbed and closed in 1901.
Bridge Works (1886): Operated by TC Hooman & Co. between the Globe and Crown sites. [6]
Quarry Works (1889): Established in 1889 by William Tingey’s mineral and chalk mining operations. Independent operations largely ceased around November 1907. [6]
Beaver Works (1884): The plant was built around 1884 by Burge (or established in 1885). In 1897, the Beaver Cement Works merged with the neighbouring Beehive Cement Works, driven by an acquisition by the Gillingham Portland Cement Company. It eventually became part of the combined Crown & Quarry works through the 1930s. [8]
Beehive Works (1890): In 1897, the Works merged with the Beaver Cement Company Works following the latter’s acquisition by the Gillingham Portland Cement Company. [9]
Dylan Moore provides another map of the peninsula which further clarifies the locations of the different Works which can be found here. [7]
As we have already noted, Chalk for the various works came from pits on land owned by the Ecclesiastical Commissioners and from Crown Works own quarry. Chalk quarrying ceased in December 1962, and Crown Works closed in March 1963. The works was rail connected to the North Kent line adjacent to Strood Dock. … An inventory of 1924 listed 1.25 miles of 4ft 8.5in permanent way, with two geared locomotives and 64, 3 ton, chalk wagons. [5: p54]
The earliest railways on the Peninsula were probably 3ft 6in gauge tramways associated with Phoenix Cement Works. These were short horse-worked tramways owned by Joseph Cole. Down has a drawing of these tramways:
The 3ft 6in gauge tramways at Phoenix Works in 1868. It appears that these lines may well have been traced from the Ordnance Survey Sheet (below). These immediately local tramways were no longer present by the end of the 19th century, (c) Chris Down. [6]
The National Library of Scotland (NLS) does not have the earliest 25″ Ordnance Survey for the Peninsula (that published in 1869) on its website. The first image below is an extract from the 6″ Ordnance Survey of 1863-1865, published in 1869. Cole’s tramways appear on this map extract inn association with Frindsbury Lime Works.
The Frindsbury Peninsula in 1863/1865 as shown on the 6″ survey undertaken between this dates and published in 1869. Only one Cement Works is active at this time. It appears not to be Rail-Served in any form. To its North, Frindsbury Lime Works are shown. There appears to be a series of tramways at that location. It is the location of the Phoenix Cement Works on the later mapping, below. [2]
At the end of 1879, Cole was succeeded by William Ball, whose tenancy was renegotiated on a yearly basis. Ball extended Cole’s tramways a little – “to serve the newly erected Globe Works and Bridge Works (reached by a tunnel carrying 3ft 6in gauge rails under Quarry Terrace Road constructed in 1885, the cost being paid by the Ecclesiastical Commissioners).” [6]
Ball sought greater security of tenure in the form of a longer lease. This was resisted for a number of years by the Ecclesiastical Commissioners refused permission for a number of years.
In 1884, Ball was asked to drive a tunnel under Quarry Terrace Road to accommodate a standard-gauge rail line, so that Ball could quarry on the eastern side of the hill and also to allow him to dump arisings on the marshy areas/saltings to the East. The tunnel was around 700ft long and with an adverse 1 in 75 gradient to eastbound trains, and then dropping them at 1 in 200 down to the saltings. By 20th July 1886, the tunnel was finished except for fencing and Ball was paid £1,575 for doing the job. [6]
Down tell us that, “The tunnel immediately opened up new fields of supply for Ball. Within a few years, the standard gauge was extended south to serve the new quarry, Beehive and Beaver Works. While there was probably a transhipment point whereby chalk was tipped into the 3ft 6in gauge wagons (wooden side-tippers holding 55 cwts) serving Phoenix and Globe. Bridge, via its own tunnel, had 3ft 6in gauge quarry lines of its own.” [6]
Down continues: “Soon after completion of the tunnel in 1886, Ball asked for a long lease to enable increased expenditure on locomotives, wagons and tramways, while in June 1890, a review of Ball’s operations stated that he owned three or four steam engines, wagons, tramways, horses and buildings valued at £7,000. … Quite possibly these steam engines were stationary, for Aveling & Porter, the most likely suppliers of locomotives … have no record of deliveries at this time. (Two locomotives, of unknown gauge however, were delivered to I. Ball (Ball’s predecessor?), one in 1868 and the other (named BURNT OAK) in 1869. These were of six and ten nominal horsepower respectively, and were probably used on a coal wharf at Gillingham but may have been transferred to Frindsbury at a later date.)” [6]
On 25th March 1892, Ball was finally granted a long lease. His first locomotive, named ‘Alderman‘, despatched from Aveling & Porter’s Rochester Works on 23rd October 1893 (Works No. 3277, type TC 10), it was a standard gauge 10hp two-cylinder compound 2−2−0 of the traction engine type. … ; the cylinders were 7in (high pressure) and 11½in (low pressure) bore with a common stroke of 12in. ‘Sabina‘, a larger 2−2−0 compound of 20hp and of type TCG, followed on 21st December 1898 (Works number 4248). It was also a standard-gauge locomotive. [6]
Down tells us that, “A plan dated 4th February 1891, shows the layout of the 3ft 6in gauge lines. One branch served Phoenix and another, running between Phoenix and Globe served the latter. Another line went off to serve Bridge. In 1894, the branch to Phoenix was probably abandoned and the line to Globe extended to serve both works.” [6] These tramways are shown on Down’s hand-drawn map of the railway sup to 1909, above.
The earliest available 25″ Ordnance Survey mapping was surveyed in 1895/1896 and published in 1898. A sequence of extracts from that survey appears below.
The tramway network has, by the end of the 19th century, expanded significantly. Bottom left of this first extract , the North end of Joseph Cole’s Ballast Pier can just be made out. A tramway tunnel under the main access road from Parsonage Road to the various Cement Works, can be made out just to the left of the centre of the extract. A tramway which provides access to Frindsbury Peninsula head Northeast in cutting before swinging round to the South. To the left of the image, tramways run through to Cole’s Pier and South towards Phoenix Cement Works. [1]The full length of Joseph Cole’s Ballast Pier can be seen in the top-left of this next extract and the tramway serving Phoenix Works and its wharf and pier enters the extract at about the third-point from the left. On the far-right of the extract the tramway giving access to the South of the Peninsula can be seen running North to South. Globe Cement Works seems not to have associated tramways. Bridge Cement Works seems to have a short tramway network to its East. [1]This next extract shows the tramways associated with Bridge Cement Works running Southwest to the High Water Mark. Crown Cement Works is just called a ‘Cement Works’. It appears to have some tramway line between it and the High Water Mark. [1]Quarry Cement Works and Beaver Cement Works were at the southern end of the Limehouse Reach on the Frindsbury Peninsula. [1]
Down tells us that, “After the APCM takeover in 1900, Ball seems to have continued quarrying much as usual, although there was not the same demand for chalk due to partial closure of some of the works. In 1905, he widened the tunnel to Bridge Works so as to take the standard gauge track from the eastern line. This was to meet APCM’s chalk requirements and cost £135 0s 6d. … It would seem that by 1905, … the 3ft 6in gauge had ceased to be operative, except perhaps the lines to Cole’s and Phoenix Works’s piers. On 3rd December 1909, it was stated that no cement was being made, and this seems to have been the case for three years. APCM had taken to barging down chalk from Halling when any cement was to be made, and Ball’s quarries were inactive. In November 1915, Ball’s lease expired and APCM took over quarrying rights.” [6]
This next series of map extracts come from the 25″ Ordnance Survey of 1907, published in 1909. Significant proportions of the tramway network were converted to standard-gauge. Down shows these on his hand-drawn map of the Cement Works and Quarries for the period up to 1909, which can be found earlier in this article. …
At the North end of the Peninsula, very little change had occurred in the decade since the earlier 25″ Ordnance Survey. [3]Apart from some construction work associated with each cement works and the confirmation of the name of ‘Crown Cement Works’, the most notable change in this next extract is the tramway which reaches West from the tramway line on the right side of the image and which passes in tunnel under the access road to serve Bridge Cement Works. [3]Tramways continue to serve Quarry Portland Cement Works and Beehive Cement Works, now named. [3]This final extract from the 25″ Ordnance Survey of 1907, published in 1909 shows Beaver Cement Works and the South end of the Peninsula. As already noted Beaver and Beehive Cement Works were operated by the Gillingham Portland Cement Company as a single operation. [4]
We know that at the turn of the 20th century, all of the cement works on the Frindsbury Peninsula came under the control of the APCM (1900) Ltd. Inevitably there was some rationalisation of operations on the Peninsula. A single operation was formed out of the different Works along the West side of the Peninsula and that new entity was called the ‘Crown & Quarry Cement Works’.
The next ‘snapshot’ that we have of the Peninsula and its railways/tramways is that provided by the 25″ Ordnance Survey of 1932/1933, published in 1935. …
The tramways across the various cement works and quarry/chalk pit sites have been replace by standard-gauge railway lines. Although dated 1932/1933, this survey does not pick up some of the sidings shown by Chris Down on his hand-drawn map of the site below. the dates provided by Down suggest that the Ordnance Survey of the site took place early in 1932. [10]In 1932, Crown & Quarry Cement Works incorporated element so of other Cement Works. It was rail-served by a standard-gauge branch line, and had a number of tramways within its site. A travelling crane operated along the water-front. [10]The remaining length of the water-front and the buildings associated with Crown & Quarry Cement Works transgress on to the adjacent OS Map Sheet to the South. [11]This hand-drawn map summarises the various changes on the Peninsula, perhaps the most significant change alongside the creation of a single Cement Works was the rationalisation of the railways and the commitment to standard gauge rails. Down highlights the different dates that each length of line was in use. The drawing covers the full period from 1909 to the closure of Crown & Quarry Cement Works in the 1960s, (c) Chris Down. [6]The tramways and railways on the Frindsbury Peninsula from the various different eras are shown mapped onto modern satellite imagery by railmaponlin.com. The background satellite image shows that the whole of the Peninsula has been redeveloped since the closure of the cement works in the 1960s. There would be little value in attempting to trace these old lines through a significantly altered physical environment. [12]
From 1900, APCM had control of the Peninsula. Waywell provides lists of the locomotives used by APCM on the standard-gauge lines on the peninsula. His list relies on work undertaken by Down. [13: p54-55][6]
Locomotives in use at the Crown & Quarry Works
Earlier in this article we have noted two Aveling & Porter Locomotives (owned by William Ball) that worked on the standard gauge lines on the Frindsbury Peninsula in the later years of the 19th century and the early years of the 20th century. There were:
Alderman – an Aveling & Porter 2-2-0TG locomotive built in 1893 (Works No. 3277)
Sabina – a second Aveling & Porter 2-2-0TG locomotive built in 1898 (Works No. 4248)
Both of these locomotives spent their whole life on the Frindsbury Peninsula. [6]
After the turn of the 20th century, APCM used a series of locomotives on the Peninsula. These were:
Unnamed – an Aveling & Porter 2-2-0TG built in 1879 (Works No. 1524) came from Booth’s Works Borstal circa. 1928 and scrapped on site in 1930. [13: p54][6]
Stuart – No. 7 – an Andrew Barclay 0-4-0ST built in 1890 (Works No. 681). [13: p54-55]
Unnamed – a Dick, Kerr 0-4-0ST built in 1890 which came from Hilton, Anderson Brook’s Works in Grays, Essex and which went to the BPCM Hilton Manor Works, circa 1930. [13: p54-55]
Leopard – a Falcon Engine Works 0-4-0ST built in 1896 (Works No. 239) came from BPCM Tolhurst’s Works circa. 1921 and was scrapped circa. 1930. [13: p54-55]
Kappa – a Chapman & Furneaux 0-4-0ST built in 1898 (Works No. 1164) came from APCM Burham Works, Aylesford and was sent to to APCM Swanscombe Works, June 1931. [13: p55][6]
George – a Peckett 0-4-0ST built in 1899 (Works No. 759) came from Bevan’s Works, Northfleet in 1934 and was scrapped by A. Arnold of Chatham, September 1960. [13: p55][6]
J. G. B. – an Avonside 0-4-0ST built in 1821 (Works No. 1874) came from Thos. W. Ward Ltd., Grays, Essex and was scrapped in August 1964. [13: p55][6]
Killarney – a Hudswell Clarke 0-6-0ST built in 1902 (Works No. 611) came from APCM Burham Works, Aylesford in 1934 and was returned in the same year. [13: p55][6]
Burham – a Manning Wardle 0-6-0ST built in 1879 (Works No. 730) came from APCM Burham Works, Aylesford in 1937 and was returned to Burham in 1938 [15: p55], scrapped in September 1952. [6]
C. F. S. – a Stephenson Hawthorns 0-4-0ST built in 1952 (Works No. 7742) bought new and sent to Holborough Works on loan in 1954, returned from loan by October 1954, then sent to Alpha Cement Ltd., Shipton-on-Cherwell, Oxon, circa 1963. [13: p55][6]
Southfleet – a Peckett 0-4-0ST built in 1928 (Works No. 1746) came from BPCM Johnson’s Branch, Greenhithe, in August 1960 and sent to to Thurrock Chalk & Whiting Co. Ltd., Essex, in June 1964. [13: p55][6]
Stone – a Peckett 0-4-0ST built in 1927 (Works No. 1740) came from BPCM Johnson’s Branch, Greenhithe, in November 1962 and sent to APCM Holborough Works, Snodland, circa 1963. [13: p55][6]
Longfield – a Peckett 0-4-0ST built in 1928 (Works No. 1747) came on loan from APCM Holborough Quarry, Snodland, in 1962 and returned later in the same year. [13: p55][6]
Chris Downs concludes in the 1960s: “Crown & Quarry Works was closed and tracklifting in the quarry began on 18th April 1963, the navvies being removed by 10th May. Some locomotives were still in use at this time, though, and there were four locomotives in all at the works. ‘J.G.B.‘ was partly dismantled in a shed near the bagging plant, and had been so for a number of months; officially it had been for repair, but this was never carried out. Of the others, ‘Stone‘ … was somewhat out of favour due to badly worn tyres. ‘Southfleet‘ … was in regular use. ‘C.F.S.‘, … was also a regular worker. … By the summer of 1964, the only locomotive left was ‘J.G.B.‘ In August it was towed out of the shed and cut up. Tracklifting was begun in October, being carried out by two men who professed to be self-employed. By 2nd November, the track had been lifted as far as the level crossing, the rails being burned into short lengths and loaded into a small van. The only remaining piece of railway equipment (within the works, on track embedded in concrete) was a wagon frame and wheels loaded with a crane jib.” [6]
The featured image for this article is a lithograph created by Samuel Russell of the North Midland Railway Station in Chesterfield. [1][17] For the short note about the shady dealings preceding the formation of the Midland Railway, please see the last paragraphs before the References at the bottom of this article.
The BBC reported on 11th October 2026 that lost artwork of former stations on the North Midland Railway had gone on display at the recently-restored Grade II* listed Wingfield Station.
The artwork was commissioned by Francis Thompson and graced the boardroom of North Midland Railway in Derby, the artworks were removed during a 19th Century refurbishment and stored for more than a century at Derby Loco Works.
When the loco works closed and were cleared in the early 2000s to become Derby College’s Roundhouse Campus, the artworks passed to the Midland Railway Society at the Silk Mill in Derby.
I guess that means that they were not actually lost! Rather that they were not on public display.
The Midland Railway Society has now refurbished the lithographs and loaned the collection to Wingfield Railway Station. The original metal etchings from 1841 have now been placed on display at Wingfield, the sole survivor from the original 16 stations on the North Midland Railway.
The railway was engineered by George Stephenson and opened in 1840. It linked Derby to Leeds via a main line which followed river valleys. “Along its route, a series of ornate and unique station buildings were designed by architect Francis Thompson – from a palatial 1,000ft frontage with a piazza and fountains at Derby, to a miniature Italianate design at Belper, to Jacobite-style buildings at Ambergate and Chesterfield.” [1]
Thompson commissioned artist Samuel Russell to produce the lithographs. Volunteers who have restored Wingfield Railway Station were delighted that after their restoration they had been offered on loan to the station at Wingfield.
Derby
“One lithograph showcases Derby’s original station, which stood before the gothic building replaced in the 1980s by the current Derby Midland station.” [1]
Derby’s first railway station was said to be the biggest in the world when it opened! [1]
“When it opened in 1840, … Derby was the biggest station in the world. … It was quoted as being the grandest railway station in the world, … it was quite early on in the history of the railways, none of the big London stations had been built at that stage as we know them today.” [1]
Derby Railway Station and the Midland Hotel at the turn of the 20th century. This extract comes from the 25″. Ordnance Survey of 1899, published in 1900. [15]
Derby Railway Station in the 21st century. [Google Maps, October 2026]
When the original buildings on the North Midland Railway were built, railway stations were ‘statement’ buildings and were often the highest quality buildings that the new railway companies could afford. They were designed “to impress their passengers as well as their shareholders with the quality of their product.” [1]
They contrast with many of today’s railway stations which are utilitarian in nature, “in those days they were built as signatures and statements.” [1]
However, this practice was not universally well-received as this short paragraph from one critic suggests: “we cannot but deplore the growing evil of expending large sums of money on railway appendages. Instead of cottage buildings, which, for the traffic of most of the intermediate stopping places on this line, would have been amply sufficient, we find the railway literally ornamented with so many beautiful villas, any one of which would grace the sloping lawn of some domain by nature highly favoured.” [2][3]
Belper
Belper’s railway station echoed the design of the railway’s terminus in Derby. [28]
The first station at Belper is shown in the engraving above. It was built south of the Derby Road bridge. The local Strutt family (owners of the cotton mills) opposed routing it closer to the town centre out of fear it would disrupt water supplies and views. The result was an expensive deep cutting running North-South through the town.
The original station was moved to its current town-centre site off King Street because the old location was too inconvenient. As we have already seen, the original site became a goods-only station.
In the 1960s, Belper Station was slated for closure but plans were halted because local MP and Deputy Prime Minister George Brown refused to close a station in his constituency. By 1973, however, the original King Street station buildings were removed, making way for commercial development (such as a supermarket). The old goods station finally closed down in 1979. [20] The station was refurbished in 2005 and adopted by local community groups in 2012. [21]
The site of Belper Railway Station as it appears on the 25″ Ordnance Survey of 1877/1878, published in 1890. [18]
Derwent Viaduct
On the approach to the next station – Ambergate – a viaduct carried the North Midland Railway over the River Derwent and the Matlock road.
This is Samuel Russell’s lithograph of the viaduct, seen from the North with the Matlock road on the left. [54]
The River Derwent Viaduct at Ambergate. This extract comes from the 1877/1878 25″ Ordnance Survey published in 1880. [25]
The same viaduct in the 21st century: the original viaduct is the most easterly of the two at this location. [Google Maps, October 2026]
Ambergate Railway Station and associated line in 1878. This extract comes from the 1877/1878 25″ Ordnance Survey published in 1880. The original line is shown passing through a tunnel adjacent to a gravel pit. The original station was roughly at the location where the West to East curve joins the old railway line in the top-right of this map extract. [25]The same area in the 21st century. [Google Maps, October 2026]
From Belper, the North Midland Railway ran along the Derwent Valley, along a stretch called Broadholme with four bridges across the river; it continued through Longlands Tunnel, across the River Derwent and Derby Road with a five-arch viaduct. It then entered Hag Wood Tunnel as it turned towards the Amber Valley. The station building was just north of this tunnel.
In 1849, the branch from Ambergate to Rowsley was built by the proposed Manchester, Buxton, Matlock and Midland Junction Railway, with a west to north connection between the lines at the original Ambergate Junction. When a south to west connection was made, for trains from Derby to Rowsley, the station building was rebuilt in 1863 adjacent to the new Ambergate South junction. The original bridge was also widened at its northern end to accommodate the new junction. [24]
In 1867, the Rowsley line had reached New Mills, which meant that the Midland Railway could operate from London to Manchester and Liverpool.
In 1875, Ambergate to Pye Bridge Line was opened from Crich Junction, near Bullbridge, which ran through Butterley to Pye Bridge, near Ironville on the Erewash Valley Line. Much of its business was coal traffic from Nottinghamshire to Manchester and Liverpool, avoiding Derby. [24]
In 1876, a loop was built passing the west side of Hag Wood Tunnel, as a diversion from the original line to a third platform, which allowed for Derby to Sheffield stopping trains. The station was completely rebuilt, with the old building remaining in use as a plans store. This third and final station was a triangular one, making it one of the four triangular stations in the UK, (c) Chevin and licensed for reuse under a Creative Commons Licence (CC BY-SA 3.0). [23][24]
The curved platform at Ambergate Railway Station in 2005, (c) R. Howarth and licensed for reuse under a Creative Commons Licence (CC BY-SA 3.0). [24]
All that is left now is one platform on a single track to Matlock; the original main Derby to Sheffield line passes to the east through Hag Wood (Toadmoor) Tunnel and onwards to Clay Cross and Chesterfield. The original listing of Ambergate station for closure under the Beeching Axe led to its mention in the song “Slow Train” by Flanders and Swann. [24]
The Cromford Canal
A short distance from Ambergate, towards Chesterfield, the next difficulty for the North Midland Railway was the intersection with the Cromford Canal, where the line intersected with the Bullbridge Aqueduct, before it carried on through a station at Wingfield to Stretton.
The Aqueduct was approximately 150 feet long, 9 feet wide, and 6 feet deep in its iron trough section. The canal went out of use in the 20th century and the aqueduct was ultimately demolished in 1968 to accommodate road improvements. [27]
Wingfield
Wingfield’s railway station, wrongly attributed by the BBC article to Belper. [1]
Wingfield Station building was designed in the Grecian style by the architect Francis Edward Thompson and is a remarkable survivor from the very earliest days of the railways.
The station is important as it is: the last surviving North Midland Railway station building; the best surviving work of its architect; and it is the oldest surviving completely original railway station building in the World. The building is simple and symmetric but constructed to the highest quality from hand-carved local Ashover stone beneath pitched roofs made from Welsh slate. The building has large overhanging eaves and concealed, recessed guttering to maintain simplicity of form. [29]
“After opening in 1840, the station remained unaltered throughout its operational life and, after closure in 1967, was let as commercial premises by British Rail until being sold into private ownership in 1977. Over the next 5 decades, the station became neglected and derelict, but crucially was also never altered in any way, meaning all its original features survived. After local campaigning, the listing status of the station was upgraded from Grade 2 to Grade 2 Star in 2015, and compulsory purchase legal action was completed in 2019 by Amber Valley Borough Council. The Council then transferred legal ownership to Derbyshire Historic Buildings Trust, who undertook the restoration of the building and site, which was completed at the end of 2023. The station has been restored as close as possible to its original 1840 opening condition and appearance.” [29]
In September 2024, two local benefactors leased the whole station site and opened as a heritage centre, tearoom, local community amenity, event space and private hire venue. The operation is branded “Wingfield Station 1947” and a limited company Midland Heritage Partners has now been formed as the legal entity to operate the site as a not-for-profit community business. [29]
Chesterfield
Each station, like the Jacobite design at Chesterfield, was a unique design. Chesterfield’s first station building was swept away in works to construct a direct line to Sheffield, which was opened in 1870. Today’s main-line railway station stands roughly on the same site. [1][17]
Chesterfield Railway Station at the end of the 19th century – the 25″ Ordnance Survey of 1897/1898 and published in 1898. The station building was built in 1870 to the North of the original station building. The 1840 station was built roughly 200 yards South of the modern Chesterfield Railway Station. Today’s station carpark and the isolated ‘North Midland House’ sit approximately where Thompson’s original station once stood. [16]
Chesterfield Railway Station in the 21st century. Today’s station carpark and the isolated ‘North Midland House’ (just off to the left of this satellite image) sit approximately where Thompson’s original station once stood. The railway was realigned to suit the needs of the 1870s. [Google Maps, October 2026][17]
The modern station approach at Chesterfield, seen from the Northwest. North Midland House is marked by the grey flag towards the right side of the image. The modern station buildings are beyond the tree and the brown sign to the left side of the photograph. The first station building was positioned close to the centre of this image beyond the red car. [Google Streetview, July 2026]
Eckington
Eckington Railway Station as built in 1840 – another lithograph attributed to Samuel Russell, (c) Public Domain. [30]
The original station of 1840, shown above, was reconstructed in 1874 and then renamed Eckington and Renishaw in 1886. It closed to passenger traffic on 1st October 1951.
The location of Eckington Railway Station is marked by the blue flagon the adjacent map extract. [35]
Ecklington Railway Station as it appears on the 25″ Ordnance Survey undertaken between 1874 and 1885, published in 1897. [36]
The location of Ecklington Railway Station in the 21st century. [Google Maps, October 2026]
Beighton
Beighton station existed on three sites at different times – the first station, built and opened with the line in 1840, was apparently little more than a halt and appears not to have been included in the series of lithographs produced by Samuel Russell.
The first station was located 1 1⁄4 miles (2.0 km) south of Woodhouse Mill, approximately halfway between what is, in the 21st century, Beighton Junction and the overbridge, which still carries passenger trains east–west between Sheffield and Worksop. The location proved to be too far from the village of Beighton, and the station/halt was closed in January 1843. [32]
The approximate location of the later two stations is shown on this CAD drawing. The original station sat on the purple line to the East of the location marked, (c) Chevin and licensed for reuse as ‘Public Domain’. [32]
The blue flag in this image shows the location of the later two stations, the black dot marks the location of the original station. [32]
The original location of Beighton Station/Halt as it appears on the earliest Ordnance Survey that we have access to – the 25″ survey of 1875-1890, published in 1892. [34]
The same location in the 21st century. [Google Maps, October 2026]
“In 1849, the Manchester, Sheffield and Lincolnshire Railway (MS&LR) completed its Sheffield to Worksop line, which included a branch from just east of Woodhouse to join the North Midland line at what became known as Beighton Junction. They built Beighton’s second station at a site on their line only, close to, but not on, the junction. … This second station closed temporarily from 1852 to 1854, then continued in use until 1892.” [32]
“In 1892, the MS&LR opened its “Derbyshire Lines” route near Beighton. This would eventually become part of the Great Central Main Line. On 1stNovember 1893, the MS&LR closed Beighton’s second station, and opened its third and final station at a site 132 yards (121 m) north west of the second site, immediately north of the Rotherham Road level crossing.” [32][33: p33]
Masborough
We have already noted that the route followed the river valleys from Derby to Leeds, with minimal gradients and large radii curves. It therefore bypassed Sheffield, but met the Sheffield and Rotherham Railway at Masbrough (Masborough).
The site of Masborough Railway Station in the 21st century. [Google Maps, October 2026]
Masborough Railway Station opened with the North Midland Railway in 1840, as Masbrough. It initially feature only two platforms. The Midland Railway enlarged and rebuilt the station late in the 19th century or early in the 20th century. The new station featured four platforms, a large sandstone building on Platform Four, iron and glass canopies, a fully enclosed footbridge, and wooden waiting rooms. Through the years it saw a number of name changes: Masbrough (1840); Masbrough & Rotherham (1896); Rotherham Masborough (1908); Rotherham (1969); Rotherham Masborough (in the period before closure).
Closure occurred (1987–1988) after the newly renovated Rotherham Central reopened in 1987. Most of the station buildings were demolished in the 1990s. The brick-built station building was converted into an Indian restaurant (historically known as The Orient Express), and while the platforms and through-lines remain active for freight and express trains, it is no longer a public stop.
The remaining station building at Masborough Station. This is nothing like the original 1940s structure. It was built when the Midland Railway considerably enlarged the station. [Google Streetview, August 2022]
Swinton (for Doncaster)
Old Town Station was Swinton’s first passenger station. It opened with the North Midland Railway in 1840 and stood on the same site as the 21st century Interchange. It was built in a classical style by the North Midland Railway. Goods facilities occupied what, in the 21st century, is the station car park.
Swinton, South Yorkshire’s Railway Station built in 1840. This is another lithograph made by Samuel Russell, (c) Public Domain. [37]
Swinton railway Station as it appears on the 25″ Ordnance Survey of 1890, published: 1892. [38]
Swinton Railway Station in the 21st century. [Google Maps, October 2026]
Swinton Railway Station in the 21st century. [Google Streetview, August 2024]
Two extracts from the 25″ Ordnance Survey of 1890, published in 1892, show the original Darfield Station and, to the North, Cat Hill Tunnel which were constructed under George Stephenson’s supervision. Further North still was Millhouses Bridge. [42]
George Stephenson’s station and the nearby Cat Hill Tunnel were swept away in the improvements to the railway line at the turn of the 20th century. By 1901, a new station had been built closer to Mill Houses Bridge. As part of the works an additional bridge across Doncaster Road was built alongside the original. This meant that four lines ran North from the new Darfield Station.
This next map extract comes from the 25″ Ordnance Survey of 1904, published in 1906. It shows the enlarged railway station sited closer to the bridge over Doncaster Road. The tunnel through Cat Hill has been replaced by a deep cutting. [43]
The station has significantly improved facilities, extended platforms and a goods yard.
As will be evident on the satellite image below, none of this infrastructure remains! The line closed permanently to passengers in June 1963, and completely in 1988, due to colliery closures and mining subsidence.
Wkipedia says that, “In 1901, … the new station had typical Midland Railway timber panelled buildings. The new goods lines passed to the east. These had access to three major collieries Grimethorpe, Dearne Valley and Houghton Main – and connected to the GCR and L&Y lines.” [44][45]
The location of the second Darfield Station as it appears on modern satellite imagery. [Google Maps, October 2026]
This photograph taken by Ben Brooksbank shows the North end of the station site close to Mill Houses Bridges in 1992, (c) Ben Brooksbank and licensed for reuse under a Creative Commons Licence (CC BY-SA 2.0). [46]
Barnsley
Samuel Russell completed a lithograph of what was at the time Barnsley Railway Station. It sat close to Cudworth, 2.5 miles from Barnsley. As a result other railways found ways into Barnsley and took the majority of trade as a result. The station was renamed Barnsley for Cudworth in 1854, and later shortened simply to Cudworth in 1870. For decades, the station remained an important junction. It was extended in 1885 for the Hull and Barnsley Railway. In the 1860s/1870s, the Midland Railway built a branch line from Cudworth South Junction into Barnsley, opening Regent Street / Barnsley Court House railway station to give the town a direct Midland connection.
Samuel Russell’s lithograph of Barnsley Station. [47]
Cudworth Railway Station – the original Barnsley Railway Station – as it appears on the 25″ Ordnance Survey of 1890, printed in 1893. [48]
The station site in the 21st century. Little of substance remains – a brick building which is shown below. [Google Maps, October 2026]
The remaining brick structure at Cudworth Railway Station in October 2022, (c) Jim Lucas. [Google Maps, October 2026]
Oakenshaw
There was a station between Barnsley and Oakenshaw – Royston and Notton – but this did not open with the line in 1840 and so was not included in the lithographs produced by Samuel Russell. Oakenshaw did feature and its lithograph appears below.
Oakenshaw (for Wakefield) Railway Station which opened with the North Midland Railway in 1840 and closed in 1861. [39]
Oakenshaw Railway Stationwaslocated about two miles south-east of Wakefield. Originally built to serve Wakefield by omnibus, it had suitably ornate buildings, but was closed by the Midland Railway in 1870 when the station at Sandal and Walton was opened instead. [49]
The remains of the old Oakenshaw Railway Station as shown on the 25″ Ordnance Survey of 1890, published in 1893. [50]The same location in the 21st century. [Google Maps, October 2026]
Kirkthorpe Junction
Samuel Russell created a lithograph showing a train on the North Midland Railway at this location. I have not been able to locate a copy of the lithograph online. The lithograph should be included in those on display at Wingfield Railway Station.. [55]
Normanton
I have not been able to locate a lithograph by Samuel Russell of Normanton Railway Station. So here is the next best thing! … Arthur Fitzwilliam Tait created a lithograph in 1845, just five years after the Station opened.
This is the lithograph. It is hand-coloured, printed by Day & Son and is 260 x 355 mm. (10 1/4 x 14 in) in size. It is from ‘Views on the Manchester and Leeds Railway, Drawn from Nature and on Stone by A.F. Tait’. Tait emigrated to America, in 1850, where he became well-known as a wildlife painter, was widely published by Currier & Ives, and was elected a member of the National Academy of Design in New York. [51]
The station was built by George Stephenson as a junction between the Manchester and Leeds, the North Midland, and the York and North Midland railways, making it at one time the most important station in the North of England, such was its role in the transport network serving regional industries.
Normanton Railway Station in 1890, 50 years after it first opened in 1840. [52]
The original station was opened by the North Midland Railway (NMR) on 30th June 1840 (this was one day before nearby Castleford Railway Station which opened on 1st July 1840) on their main line towards Leeds, creating an interchange station between the North Midland Railway (NMR), the York and North Midland Railway (Y&NMR) and the Manchester and Leeds Railway (M&LR) – establishing the three company junction that is noted above. [53]
Wikipedia goes on to say that “The station lost many of its services in the aftermath of the Beeching Report, with both express and local trains on the NMR main line ceasing to call in 1968 and trains to York ending in 1970, leaving only Hallam Line trains to serve the station. The NMR was closed completely in 1988 south of the former Goose Hill Junction (where it diverged from the M&L line to Wakefield) although part of the route further south remains open to serve a glassworks at Monk Bretton, near Barnsley. This has led to much of the railway infrastructure becoming redundant and being removed – the main buildings have been demolished, the sidings and goods lines lifted, the bay platforms filled in and the main island shortened considerably. The old Station Hotel still stands, but it has been converted into residential apartments.” [53]
Woodlesford
Although Woodlesford Railway Station was one of the original stations on the North Midland Railway, there is no record of Samuel Russell creating a lithograph of the station. Woodlesford appears not to be included in his surviving collection.
Woodlesford Railway Station on the North Midland Railway. [56]Woodlesford Railway Station as shown on the 25″ Ordnance Survey of 1891, published in 1893. [57]Woodlesford Railway Station in the 21st century. [Google Maps, October 2026]
Leeds
The northern terminus of the North Midland Railway was in Leeds. Situated at Hunslet Lane in Leeds (now the site of Crown Point Retail Park, which opened in 1989). It was designed by Francis Thompson, featuring an iron four-span roof, five track lines, and 300-yard-long platforms. [58]
Three of the lines were used for stabling carriages not in use under the central span, and each outer span had one line with a platform. Turntables were provided at each end and the offices on the western side were fronted by an arcade with an arch surmounted with the arms of Leeds, Sheffield and Derby. It was shared by the Manchester and Leeds Railway, which ran on the NMR tracks from just north of Normanton since Parliament had refused to sanction two lines running side by side. [58]
The station was replaced by the Midland Railway in 1846 by Leeds Wellington railway station[3] and became a goods depot which closed in 1972. [58]
The 1840-built North Midland Railway Station in Leeds which was closed by 1846 becoming the Hunslett Goods Yard – few records seem to have survived. [31]
It is possible that Samuel Russell created a lithograph of the original Leeds Railway Station. I have not been able to locate a copy of the lithograph online. If it exists, the lithograph should be included in those on display at Wingfield Railway Station.. [55]
The same station in use as Hunslet Lane Goods Station under Midland Railway control. [59]
Not all of the stations shown on the route map were opened with the line. The original intermediate stations were Belper, Amber Gate, Wingfield, Chesterfield, Eckington, Beighton, Masbrough, Swinton, Darfield, Barnsley, Oakenshaw, Normanton and Woodlesford. All were designed by Francis Thompson. [2]
Stephenson’s practice when building the line had the advantage that industrial customers would in most cases, “be transporting their goods downhill from the mines and quarries to the railhead. It should be said, however, that the North Midland was among the first of the new breed of railway conceived as a means of improved passenger travel between the great cities, particularly London, rather than, like the Midland Counties and earlier lines, an adjunct to coal mines and quarries. Indeed, the rise in the coal trade, which was to become so important to the railways, had barely begun and, even a few years later, directors of the Midland Railway were questioning whether the revenue made it a worthwhile market to pursue.” [2]
Stephenson followed his usual practice of following river valleys as far as possible. The people of Sheffield engaged Joseph Locke to argue for them (his belief was that lines should pass through towns, proceeding along hills, if necessary, with bridges, embankments and cuttings. Stephenson and Locke “represented two opposing schools of thought at the time and, in this case, Stephenson had his way.” [2]
By 1870, economics were different, what was once very costly in terms both of construction and operation had become economically feasible. The Midland Railway opened a diversion through Dronfield and Sheffield, which became known to railwaymen as the “New Road”, as opposed to the “Old Road”. [2]
But, the terrain traversed by the old road was more difficult than for the other two railways which served Derby, “requiring 200 bridges and seven tunnels, and an aqueduct for the railway to pass underneath the Cromford Canal. By that time, Stephenson, who was wishing to concentrate in exploiting the coal around Ashby-de-la-Zouch, delegated the responsibility for almost the entire work of its design and construction to his engineer Frederick Swanwick.” [2]
Wikipedia tells us that, “The major bridges were at Oakenshaw, over the Barnsley Canal, and the Calder and Chevet Viaducts. In addition there were massive stone retaining walls for the cutting through Belper and the embankment north of Ambergate. Although the general radius of curves was one mile (1.6 km), gradients were as steep as 1 in 264 and practically the whole length was embanked or in cuttings, when not proceeding through a tunnel. The number of men employed [on the construction] was 8,600, with eighteen pumping engines providing drainage. It was tough work and a number of people died, particularly in the boring of the Clay Cross Tunnel.” [2]
The line was completed to Masbrough on 11th May 1840, [5] and to Leeds on 1st July 1840. [6]
There is a shady story to tell about the life of the North Midland Railway and the behaviour of shareholders, including, principally George Hudson in the years before the Midland Railway was formed by the amalgamation of other companies.
George Hudson and ‘Shady’ Manoeuvring at Board Level
From their inception, there was intense competition between the Birmingham and Derby Junction Railway and the Midland Counties Railway for traffic into London. … Though this did not directly affect the North Midland, it had financial problems of its own. With so many earthworks it had been extremely expensive to build, and its station and other buildings were arguably extravagant. Moreover, by the time it opened, the country had entered an economic depression. In the first two years, dividends were as low as 3.5%, compared with 10% for the London and Birmingham Railway. Economies were put in place but in 1842 the dividend was a mere 1% and shareholders of the North Midland Railway called for a Committee of Enquiry. [2][4]
George Hudson was one of these shareholders, and after a tour of the complete network, he insisted on drastic measures. Against the wishes of the Derby directors, Hudson and others from Lancashire & Yorkshire insisted on halving expenditure. At a meeting on 16th November 1842 in Leeds, Hudson’s group had their way. “On 30th November 1842 at a meeting in Derby, John Walbanke Childers MP, Mr. Pickersgill, Hatton Stansfield, T. B. Pease, F. Carbutt, and Mr. Hall retired from their positions as directors, and W. L. Newton (chairman), A. Titley (deputy-chairman), Mr. Laycock, Mr. Lee, Mr Cox and J. Holdsworth remained. Six of the Committee of Inquiry, P. W. Brancker, J. T. Alston, George Hudson, George Wilson, John Waddingham and William Murgatroyd, forced their way onto the board.” [2][7]
The new directors forced through a number of measures: the closure of Beighton, Killamarsh and Kilnhurst stations from 1st January 1843; boys, instead of men, would work points at junctions; services were reduced, fares raised and a number of carriages were sold. [2]
But things got considerably worse: a quarter of the footplate staff were sacked. The remainder (43 enginemen, stokers and turners) protested over the lower wages, and were sacked as well, on Christmas Eve 1842, without pay in lieu of notice. Hudson “employed in their place, enginemen he described as ‘skilled replacements’ who included in their number a platelayer, a fireman, a stonemason, two had been sacked for drunkenness and one who had been sacked for overturning a train of wagons. [2]
Unsurprisingly, “the result was chaos, with trains running late or erratically, and the remainder of the workforce demoralised. Finally a luggage train, with an elderly driver of only three weeks experience, collided with the rear of a stationary train at Cudworth in fog on 12th January 1843. [8] The inquest sent the … driver, Edward Jenkins, to the York Assizes for trial and criticised the cutbacks. … There was wide publicity about the trial of the driver for manslaughter. The jury at the York Assizes acquitted Jenkins and censured the directors. Meanwhile, the Board of Trade was also extremely critical and the directors made somewhat grudging improvements to working practices.” [2]
“Meanwhile, the situation between the Birmingham & Derby and the Midland Counties was becoming steadily worse. Hudson’s first approach was to the Midland Counties in 1843. He then negotiated a secret amalgamation with the Birmingham and Derby which would remove all the Midland Counties’ trade and, in August, returned to the latter with an ultimatum. Finally, on 22nd September 1843, at a meeting in Derby [a] triple merger was agreed.” [9]
The Midland Railway Consolidation Bill was placed before Parliament, and was passed as the Midland Railway Consolidation Act 1844 (7 & 8 Vict. c. xviii), and from May of that year the Midland Railway came into being. [2][10: p308]
Francis Whishaw; The Railways of Great Britain and Ireland practically described and illustrated (2nd ed.); John Wesley, London, 1842; (1840 1st ed., Simpkin, Marshall & Co.); via . http://archive.org/stream/railwaysgreatbr00whisgoog#page/n0/mode/1up (requires login details to access).
Opening of the North Midland Railway; The Evening Chronicle. England. 11th May 1840; via British Newspaper Archive; (requires login details to access).
North Midland Railway. Opening of the Line from Derby to Leeds; Derby Mercury. England. 1st July 1840; via British Newspaper Archive; (requires login details to access).
Gaining an understanding of what was happening at a particular time and place, or within a specific organisation, can be helped by hearing what those looking on from outside of the organisation or circumstances believed was happening. I read an article entitled Reorganisation of British Railways the February 1961 issue of The Railway Magazine with this in mind. [1]
The article considered government proposals for the future of the nationalised road, rail and water transport undertakings announced in a White Paper published in December 1960. [2]
The Railway Magazine reported that,
“In reaching these conclusions, the Government has been assisted by the advice received from the Special Advisory Group on the British Transport Commission, and full account has been taken of the report on British Railways from the House of Commons Select Committee on Nationalised Industries, and the views of the British Transport Commission and the trade unions.
It is emphasised that the heart of the problem is in the railways. They are a great national enterprise and a vital basic industry. They employ half a million people and represent an investment of nearly £1,600 million, which is growing by more than £100 million each year. A railway system of the right size is an essential element in our transport network and will remain so for as long as can be foreseen. The development of other forms of transport and new techniques have faced British Railways, like the railways in other countries, with problems of competition and adaptation to modern circumstances and public demand. The railways are now in a grave financial plight. They are a long way short (by about £60 million a year) of covering even their running costs. This is quite apart from the problem of meeting their interest charges, whether on the price paid for the undertakings or on the money since borrowed for modernisation and other purposes. These interest charges now total some £75 million a year.
The activities of the British Transport Commission as at present constituted are so large and so diverse that it is virtually impossible, the Government considers, to run them effectively as a single undertaking. The size and difficulties of British Railways have understandably tended to preoccupy the Commission and have undoubtedly affected its outlook over the whole range if its activities.” [1: p98]
The Railway Magazine continues:
“This has been particularly apparent in financial and commercial matters, in the consideration of which there has been a tendency for technical and operating factors to prevail over others. There has also been, as the Select Committee pointed out in its report, a ‘confusion in judging between what is economically right and what is socially desirable‘.
“The commercial capability of the railways is circumscribed by outmoded statutory obligations and restrictions on their trading operations. Mounting deficits, the size of capital debt in relation to the earning capacity of the assets and the increasing burden of interest as modernisation proceeds, present situation detrimental to the morale of management and workers, to financial control, and to hopes of recovery.
“In these circumstances, the Government has decided to replace the British Transport Commission and the existing organisation by a new structure designed to overcome the main defects and dis-advantages of the present organisation; to reconstruct the finances of the Commission and, in particular, those of the railways; and give the various under-takings the maximum practicable freedom of operation in their commercial affairs.
“The Government proposes that each of the main activities of the Commission should be managed by a separate board holding its own assets and responsible for its own capital debt. This should lead to – concentration of effort and to devolution and definition of responsibility, and thus secure more effective management and = foster financial discipline. The object is to provide each board and management with a clearly-defined task within a set field. The administration of such diverse activities as British Railways, ports, waterways, and London Transport, presents special problems, each of which calls for particular qualifications and experience. The boards for British Railways, London Transport, British Transport Docks and British Waterways will each be incorporated under statute with the appropriate duties and powers necessary to the efficient conduct of those undertakings.” [1: p98-99]
So, the British Railways Board would take on the responsibility for the whole national railway undertaking and the capital debt of the railways as a whole. However, the system was set up to be managed by Regional Railway Boards. In practical terms this meant that British Railways Board would handle: national staff and wages negotiations; overall finance & investment; policies for safety, training and research; and the determination of the future size and shape of the rail network.
Fully responsible for the management and operation of the regional railway system, each regional board would be “autonomous in all matters which concern its region alone. They [would] this continue the process of devolution of authority and decentralisation of management. Each Regional Railway Board [would] maintain a regional trading account as a means of assisting it to secure the highest level of efficiency and economy of operation.” [1: p99]
The Railway Magazine described the proposed arrangements relating to: the new London Transport Board and its interaction with the overground network; the distinction between the packet ports and shipping services related to the railways (which would remain under British Railways Board control) and the remaining port and dock facilities which would be under the new statutory Docks Board; the waterways would be managed by the Inland Waterways Authority; a new Holding Company which would assume control of British Road Services, Tilling (Buses) Group, Scottish Omnibuses Group, Hotels, Road Freight Shipping Services, Thomas Cook & Son Ltd and various other holdings.
The Minister of Transport was to coordinate policy between the new boards and the allocation of funds for new investment. The Minister would be assisted by a new ‘ Nationalised Transport Advisory Council which would have no executive functions. The Council was to consist of the chairs of all the new boards and the holding company and others from outside the national transport undertakings, with the Minister as Chair.
The Railway Magazine also highlighted a section of the White Paper devoted to finance. Financial reconstruction was considered essential. This was particularly true for the railways which would require large-scale support from the Exchequer.
The White Paper proposed that: £400 million of the BTC’s capital debt (about one fifth of the total) should be written off; and £800 million should be placed in a suspense account, relieved indefinitely of interest or repayment obligations.
The Railway Magazine also noted that the effect would be to take from the railways, “the whole burden of accumulated losses, and the greater part of the liability relating to their capital value before the beginning of modernisation in 1955, except insofar as, at a later date, the undertaking [might] be able to resume the burden. But these heavy liabilities, though removed from the railways, [would] not have ceased to exist. They [would] only have been transferred to the public in another form as they [would] fall on the Exchequer.” [1: p100]
The proposed financial provisions would relieve the railways of over £40 million annual interest. This capital reorganisation would provide an immediate relief to the railways of over £40 million annual interest. A liability for interest on a reduced capital liability of £400 million (and for any new borrowing for capital expenditure.
The Railway Magazine noted that:
“The Government recognises that the task before the railways is a very formidable one. The railways must try to eliminate their operating loss, now running at about 60 million a year, and to move over the next five years into a position in which they can meet interest charges out of their own revenues. The Government will therefore keep the financial position of the railways under very close scrutiny, and will make a special review of the position at the end of the five years. It is clear that large sums will have to be provided from the Exchequer during the interim period to meet railway deficits, including interest, and increases in railway fares and charges must, where and when appropriate, make their due contribution towards meeting railway costs.
“The Select Committee on Nationalised Industries suggested that uneconomic services which the railways were required to provide on grounds of the national interest or of social needs should be met by specific grant from public funds. This question also affects other nationalised undertakings, and the Government will consider it in that general context and in the light of the Select Committee’s comments. For the time being, railway losses on any such services will in practice be covered by the contributions proposed from public funds.
“In the new circumstances, it [was] not considered reasonable to leave the railways subject to out-of-date restrictions on their commercial activities. present restrictions on the ability of the railways to adjust quickly and adequately their freight charges and passenger fares [were], in the Government’s view, no longer justified in [the then] present competitive conditions. The railways [would] therefore be freed from statutory control over their charges, except for fares in the London Passenger Transport Area where the London Transport Executive and British Railways have a virtual monopoly of public passenger transport. This change [would] substantially reduce the functions of the Transport Tribunal.” [1: p124]
The Government proposals required major legislation. The necessary Bill was to be introduced in the next session of Parliament, but it was not expected that the measures could come fully into effect before the summer of 1962, although the new structures began to take shape under the British Transport Commission.
In the end, the changes outlined in the White Paper took effect on 1st January 1963, following the passing of the Transport Act 1962. The Act officially dissolved the British Transport Commission (BTC), which had previously managed the railways, canals, and road freight. The British Railways Board formally took over operations on 1st January 1963. This new board and its chairman, Dr. Richard Beeching, subsequently published the Reshaping of British Railways report on 27th March 1963, which set the actual line and station closures into motion. It is clear that the substance of the report was decided prior to the British Railways Board being formed!
An interesting reflection on the circumstances that brought about the changes which affected the railways of Britain in the middle decades of the 20th century was written in 2023 by Gareth Dennis. It was entitled, The Reframing of Beeching’s Legacy.
Dennis re-evaluates the 1963 Beeching Report, arguing that its legacy extends beyond rural closures to lay foundations for modern intercity and containerised freight systems. The Beeching Report both responded to (and precipitated) ongoing network contraction and financial deficit, ultimately shaping efficient long-distance and freight operations while misjudging future suburban rail demand.
References
Reorganisation of British Railways; in The Railway Magazine, Volume 107, No. 718, February 1961, p98-100 & p124.
December 1960: Reorganisation of the Nationalised Transport Undertakings – The White Paper which proposed the splitting of the British Transport Commission into a number of bodies, with the railways being run by the new British Railways Board. It also set financial targets for the railways, which would lead to the Beeching cuts a few years later. This document was written by the Ministry of Transport and published in December 1960 by H. M. Stationery Office. https://www.railwaysarchive.co.uk/documents/MoT_Reorg1960.pdf.
27th March 1963: The Reshaping of British Railways – Part 1: Report – The ‘Beeching Report’ is one of the most notorious government reports of the 20th century. The failure of the modernisation plan to stem BR’s losses led the author, Dr. Beeching, to propose wholesale route closures in an attempt to concentrate resources on the core routes. … Many closures went ahead; some sensible, others far less so. The report often adopted an overly-simplistic analysis of the economics of the routes, failing to recognise how the branches contributed traffic to the core network. The Beeching closures failed in their attempt to eliminate BR’s losses, and led to the belated recognition that the railways serve a social role which should be financially acknowledged. Written by the British Transport Commission, this document was published by H. M. Stationery Office. https://www.railwaysarchive.co.uk/documents/BRB_Beech001a.pdf.
2nd May 1963: The Economics and Social Aspects of the Beeching Plan – The House of Lords Record of a speech given by Lord Stonham, in which he outlines his opposition to large parts of the then-just-published Beeching Report. It was written by Lord Stonham and published by the Parliamentary Archives. https://www.railwaysarchive.co.uk/documents/Hans_Beeching02051963.pdf.
1963: Its Up to YOU! Save your Railways – A pamphlet from the NUR protesting about the proposed Beeching closures and suggesting ways for the public to fight the closure notices. This document was written and published in 1963 by National Union of Railwaymen. https://www.railwaysarchive.co.uk/documents/NUR_UpToYou1963.pdf.
1965: Review of Dr. Beeching’s Report: The Reshaping of British Railways – One of many pamphlets pointing out some of the flaws in the Beeching Report. Attention is drawn to the folly of examining the railways in isolation from other forms of transport and ignoring the contribution to the trunk lines’ traffic made by the branch lines. This document was written by Prof. E. R. Hondelink and published by the Great Central Association. https://www.railwaysarchive.co.uk/documents/GCA_Rep001.pdf.
February 1965: The Development Of The Major Railway Trunk Routes – The second (and lesser-known) ‘Beeching Report’; this one concentrated on stimulating traffic on the core routes rather than branch line closures. This document was written and published in by British Railways Board. https://www.railwaysarchive.co.uk/documents/BRB_Beech002.pdf.
February 1965: The Transport Conflict by Dr Beeching – The transcript of a lecture, and two newspaper interviews, given by Dr Beeching as part of his effort to explain the purpose and justification for his about-to-be-published report, “The Development Of The Major Railway Trunk Routes”. This document was written and published by The Observer. https://www.railwaysarchive.co.uk/documents/Obs_Beech001.pdf.
The featured image for this article was taken on the Cavan and Leitrim Railway’s Ballinamore to Arigna branch by James P. O’Dea. on 14th March 1959. This photograph is National Library of Ireland ref.: ODEA 11/30 (www.nli.ie) and is avaiable as (c) Public Domain. [44]
1st February 1961 was a significant date in the history of Irish Railways. It marked the closure of the West Clare Railway, the last survivor of the narrow-gauge lines.
The Railway Magazine of February 1961 noted that, “The construction of many of these railways was facilitated by special legislation, designed to relieve the depressed state of large areas of that country some eighty years ago. Although several schemes failed to mature, more than 500 miles of 3 ft-gauge line were built, and over 30 miles of 5 ft. 3 in. gauge were narrowed. To this total must be added the nine miles of so-called “monorail,” on the Lartigue system, from Listowel to Ballybunion. The decline of the narrow gauge began with the advent of motorbus services in rural areas, and its extinction [was] now complete.” [1: p74]
The first part of an article on this considerable proportion of the railway mileage of Ireland appeared in the February 1961 issue of The Railway Magazine. [2: p75-83]
This map shows the relative positions of the Irish Narrow Gauge lines. [2: p76]
Patterson says that, “In the Irish railway framework, the narrow-gauge lines formed an integral part. In no sense freaks, they used a gauge of 3 ft. 0 in. which, though it lacked the Parliamentary blessing of the standard Irish 5 ft. 3 in. gauge, was entitled by usage and by total mileage to be regarded as a secondary standard. Only 9.5 miles of Lartigue monorail in County Kerry was an exception to the rule, and its short existence of 36 years likewise singled it out from the others. The 18 other narrow-gauge systems worked away in self-contained independence, with rolling stock that was nearly as commodious as on the standard gauge.” [2: p77]
Patterson continues: “Fittingly enough, the cradle of the Irish narrow gauge was rocked by the mining industry. In the peat-shrouded plateau of County Antrim, the basalt rocks north-east of Ballymena had been shown by geological survey to contain extensive beds of iron ore, and associated with them, accumulations of bauxite. The latter, mined for its aluminium content, was of no interest in the 1870s but iron ore that could be trucked out on to the hillsides was of immediate use to the cross-channel ironmasters. Roads in Antrim were primitive then, and in many of the glens the slipe or slide cart was more often to be seen than wheeled vehicles. Then the boom in iron-ore mining began, and in 1873 the first 3 ft gauge line was made down Glenariff to the sea, linking mines high on the terraced east face of the glen with a pier at the White Arch. It was no fault of the railway that the mines never paid; locally poor-grade ore, and high royalties to the landowner smothered the line, but though it never carried passengers, it was the pioneer.” [2: p77-78]
Apparently, “The first 3 ft gauge railway in Ireland to be authorised by Parliament followed close behind the Glenariff line, as the Ballymena, Cushendall & Red Bay Railway, (BC&RBR). opened in 1875. It ran alongside the 5 ft. 3 in.gauge Belfast & Northern Counties [Railway](B&NCR) main line at Ballymena and was to have conveyed ore to a pier at Red Bay. The descent from the uplands to the coast would have entailed a drop of 1,000 ft. in 5 miles. Probably because of the severe grade this part was never built and the line terminated near its summit level, the station being fittingly named Retreat and situated on moorland honeycombed with iron ore workings. Down at Ballymena, the broad gauge took the ore away for some years, until the Ballymena & Larne came in from Larne Harbour in 1878, and joined the BC&RBR in 1880. The broad gauge B&NCR took the pair of them over in 1884 and 1889.” [2: p78]
“Once the fashion was started by these three narrow-gauge lines in Antrim, similar systems progressed apace. 1877, the Ballycastle Railway Company obtained its Act and made a line from the B&NCR. at Ballymoney to what was then a small fishing port on the rocky northern coast of County Antrim. The line skirted the great flat of the Garry Bog and, after a gentle ascent towards the rounded hills, it started down the Tow Valley to the sea. It never had any prospect of mineral traffic, for it crossed country devoid of ore deposits, but the promoters’ hopes of its developing Ballycastle as a tourist resort were reasonably well fulfilled. With its opening in 1880, the start of a rapid expansion of narrow-gauge mileage had begun.” [2: p78]
Patterson continues, “The decade 1880-90 witnessed the number of Irish narrow-gauge systems increase from three to 16. This growth was the result both of private enterprise and of state assistance under the Tramways & Public Companies (Ireland) Act of 25th August 1883. Private enterprise put six systems in motion, both steam and electrically hauled.” [2: p78] There were four of the former:
The West Donegal Railway – which became part of a much larger network.
The Portstewart Tramway, in Co. Derry.
The Castlederg & Victoria Bridge Railway, in Co. Tyrone.
The Dublin & Lucan Railway, west of the capital.
The two electric lines were:
The Giant’s Causeway & Portrush Tramway, in Co. Antrim.
The Bessbrook & Newry Tramway , in Co. Armagh.
Unique in design, and steam hauled, was the Listowel & Ballybunion, already mentioned as Britain and Ireland’s sole Lartigue monorail. More about the Lartigue can be discovered here. [3]
The 1883 Tramways Act resulted in six further lines:
The Cavan & Leitrim Railway – there is a series of articles on this blog about the lines operated by this company – these can be found here, [4] here, [5] here, [6] here, [7] here, [8] here, [9] here, [10] here, [11] here, [12] and here. [13]
The Clogher Valley Railway.
The Cork & Muskerry Light Railway.
The Schull & Skibbereen Railway.
The Tralee & Dingle Light Railway – an introductory article about two books about the line can be found here. [17]
The West Clare Railway – a series of articles on this blog about the lines operated by this company – can be found here, [18] here, [19] here, [20] here, [21] here, [22] here, [23] here, [24] and here. [25]
The Act also permitted the West Donegal to complete its line from the unsatisfactory original terminus at Druminnin to Donegal Town. But, the West Donegal struggled financially and in 1892 it amalgamated with the adjacent 5ft 3in gauge Finn Valley Railway (FVR). The merger created the County Donegal Railway Company and within a year or so, the FVR was converted to 3ft gauge.
Similarly the Londonderry & Lough Swilly Railway (L&LSR) was a 5ft 3in gauge railway which also worked a privately sponsored 3ft gauge line – the Letterkenny Railway opened in 1883. By 1885, the decision had been taken to convert the L&LSR to 3ft gauge.
Later expansion came about more slowly. “Sir John Allport’s Royal Commission of 1886 recommended the development of the Irish railways by the furtherance of light railways. The 1889 Light Railways (Ireland) Act was the outcome, and it authorised further state assistance. As a result, the Donegal Railway benefited by the addition of the Donegal-Killybegs and Stranorlar-Glenties sections, totalling 43.5 miles and opened in 1893 and 1894 respectively.” [2: p81]
The 6.5 mile Cork, Blackrock & Passage Railway (CB&PR) replaced its broad-gauge track by 3ft-gauge in October 1900. Under severe competition from the Cork Electric Tramway, the CB&PR extended its lines 9.5 miles, in stages, to Crosshaven (August 1902 to June 1904).
Remaining expansion centred predominantly in County Donegal. A 14.5 line from Strabane down the East side of the valley of the River Foyle gave access to the city and port of Derry. It opened in 1900.
A 15.5 mile branch from Donegal town to Ballyshannon was opened in 1905. In 1906 the Donegal was “bought out by the combined efforts of the GNR(I) and the Midland Railway (Northern Counties Committee) and was thereafter administered by a joint committee,” [2: p81] (the CDRJC).
The 19.5 mile line of the Strabane & Letterkenny Railway Company linked the two towns in 1909. It allowed some freight traffic to be transferred between the two narrow gauge systems in County Donegal.
More about the railways of County Donegal can be found in a series of other articles on this blog. These can be found here, [26] here, [27] here, [28] here, [29] here, [30] here, [31] here, [32] here, [33] here, [34] here, [35] here, [36] here [37] here, [38] here, [39] here, [40] here, [42] here, [43] and here. [44]
Patterson tells us that, “With the opening of the Strabane & Letterkenny line, the construction of passenger-carrying narrow-gauge lines in Ireland was complete, though the fact that the public had not lost interest was evidenced from time to time when local bodies advocated the extension of existing lines.” [2: p82-83] He cited as an example, the deaf ear turned by the CDRJC to local entreaties to extend the Glenties line to Ardara.
One final extension was to be built. 3 miles from the Cavan & Leitrim’s railhead at Arigna (just inside County Roscommon) adits were driven into coal deposits and, as the operation grew, a 4.5 mile extension from Arigna to Dereenavoggy and Aughabehy was opened in June 1920. That extension was, 10 years later cut back to a length of only 1.5 miles. For more about the extension please look here. [4]
During WW1, the British government took control of all Irish railways (December 1916 to August 1921). During those years wages rose by 250%! Fares were raised, doubling in stages. Patterson tells us that, “The slim profits of pre-war days vanished and a combination of higher rail fares, and higher rail freight charges, drove potential customers on to the roads. There, the expanding motor industry was ready to provide vehicles for both public and private transport. The position was the same in Great Britain, but in Ireland the rate of change was restrained by the lack of suitable roads to carry the new traffic.” [2: p83]
Patterson continues: “In the remoter parts of Ireland, where the narrow-gauge lines were situated, and where they had been built by reason of the physical and economic geography, road improvements came slowly. Surfaces in the 1930s were shockingly bad by present day standards, but in spite of the limited amount of money that the county councils had to spend, change was working.” [2: p83]
Politics also intervened: rebellion against British rule broke out in 1916. “By mid-1920, some engine crews were refusing to work trains which carried British troops or munitions and, in the December, this had virtually paralysed rail services in County Donegal and in other parts of the west. The formation of the 26-county Free State in December, 1921, did not end the unrest, for almost two years of civil war followed, during which there was wide-spread damage to rail systems, and train services ceased in Kerry and Cork.” [2: p83]
The new international border which was formed in 1921 and the accompanying customs tariffs adversely affected traffic and trade to the West of Derry.
Patterson continues: “The two companies faced the new situation quite differently. Henry Forbes, managing for the CDRJC, introduced petrol and then diesel railcars, and thereby obtained striking economies in operating costs. By stopping his trains almost anywhere to pick up passengers in the sparsely-peopled country, he gained an unequalled degree of public support. On the Londonderry & Lough Swilly, H. Hunt, and later James Whyte, decided that the future was on the roads and an expanding fleet of omnibuses and lorries began to trade over the north of the county. The contrasted policies were undoubtedly linked with the different ownerships. Behind the CDRJC., the LMS and the GNR (I) were essentially railway minded. The locally owned L&LSR was less traditional and more-over was working a line with stations often miles from the villages.” [2: p96]
After WW1, closures of Ireland’s narrow gauge railways began.
Patterson tells us that, “Three concerns came to an end in the decade between 1920 and 1930. First to go was the monorail between Listowel and Ballybunion. The company had been bankrupt since 1897, damage had been suffered during the ‘Troubles’, and the line had not been included in the Great Southern Railways merger. The concern lacked a profitable future and it was closed in mid-October 1924. … The Dublin & Lucan, altered from 3 ft. to 3 ft. 6 in. gauge in 1896 and electrified about ten years later, went down under bus competition at the end of 1924. It was resurrected by the Dublin United Tramways three years later, but it ceased to be narrow gauge and became linked to the city’s 5 ft. 3 in.-gauge tram system. It lasted thus until 1940.” [14: p169]
Patterson continues: “The Portstewart Tramway Company had only managed to remain solvent from 1882 until 1897. Ownership then went to the Belfast & Northern Counties Railway, passing to the Midland Railway (Northern Counties Committee) in 1903 and the LMS (NCC) in 1923. It functioned merely as a link between the seaside town and the railway station, and it was easily and economically replaced by substitute road services in January 1926.
“Some fifteen miles east of Portstewart, ill fortune had overtaken the Ballycastle Railway Company by 1924, and it closed the line down on 4th April. After some uncertainty, and a summer without trains, the line was taken over by the LMS (NCC) and was reopened in August 1924. Under the new regime, coordination with the neighbouring narrow-gauge lines at Ballymena became possible and some exchange of locomotive and coaching stock resulted. … During the 1930s the old Ballymena, Cushendall & Red Bay section of the NCC ground to a stop. The iron-ore traffic which had started it was finished, as it had become cheaper to import a higher-quality ore from overseas. Passenger traffic ended in October 1930. The line from Rathkenny to Retreat was closed completely in 1937, and the Ballymena to Rathkenny portion three years later.” [14: p169-170]
The formation of the Great Southern Railways incorporated two narrow-gauge lines which served Cork city. “Neither of them went far enough to serve a wide community and they were particularly subject to pressure from road services. The only double-track Irish narrow-gauge section, that from Cork to Blackrock, was singled in 1927 and the system was shut down in two stages during 1933. Two years later it was followed into the shadows by the Cork & Muskerry section, a line remarkable in that it survived the competing electric tramway by three years. … In Tyrone, the Castlederg & Victoria Bridge line had been fortunate in making contact with the Great Northern’s Omagh-Londonderry line. Its roadside position made it a target for its successors, and the end was defined by the 1933 railway strike, for the company never resumed operations after it.” [14: p170]
Patterson tells us that, “The end of the Clogher Valley Railway had been in sight for twenty years before it closed. A 1927 Government enquiry, instituted because of the burden which the CVR was placing on the rates, resulted in the line being placed under a committee of management. The presence of Henry Forbes from the CDRJC produced a temporary rejuvenation, but with the formation of the Northern Ireland Road Transport Board in 1935 bus and lorry competition increased. The end was in sight and the Government ordered the closure at the end of December, 1941.” [14: p170]
On the Ballymena & Larne section of the NCC, passenger services, which included the express boat trains, had been throttled by the strike of 1933. In 1942 working ended on the Ballyboley Junction-Ballymena section and two years later the Ballyclare to Doagh section was lifted. An infrequent service of goods trains continued to operate between Larne and the Ballyclare Paper Mill until July 1950. [14: p170]
This trend of closure continued: the CDRJC lost the Glenties Branch in 1949. The Strabane to Letterkenny line closed at the end of 1954 with the rest of the network gone by 1959. Under the CIE, the Tralee & Dingle and the Cavan & Leitrim were allowed to deteriorate. The Tralee & Dingle had a period when it saw only one good train a month (in connection with Dingle Cattle Fair), but that finally ceased in June 1953. Coal trains from Arigna kept the C&LR branch active until 1959. In the last years of the C&LR, its depot at Ballinamore became a gathering place for narrow-gauge locomotives and rolling stock.
1960 saw a demolition train stripping the rails from the Barnesmore Gap in the heat of summer. The West Clare was struggling on. Patterson goes on to relate, succinctly, the history of the West Clare section which eventually fell as result of the May 1957, 259-page report from a committee of inquiry which stressed the population movement away from rural areas. The report suggested that all Ireland needed “was the main-line skeleton radiating from Dublin, and a cross-country line from Limerick to Rosslare. Clearly, the branches on the 5 ft. 3 in. gauge and what was left of the narrow gauge were redundant.” [14: p175]
In November 1960, “it became known that C.I.E. proposed to close in early 1961, among other minor lines, the West Clare. The announcement was greeted with regret rather than with surprise, for all things considered, it was a little remarkable that the West Clare survived as long as it did. With it [went] the Irish narrow gauge, evolving during nearly ninety years from the little mineral line in Glenariff to a total of around 570 miles of track and then degenerating step by step as social changes and mechanical developments created new conditions which had no use for it.” [14: p175]
References
The Editorial, in The Railway Magazine, Volume 107, No. 718, February 1961.
E. M. Patterson; The Narrow Gauge in Ireland: Its Growth and Decay – 1; in The Railway Magazine, Volume 107, No. 718, February 1961, p75-83 & p96.
The featured image for this article looks Southwest towards the end of the line in Derry, this image shows a L&LSR train at the old station in Strand Road. On the right, opposite the station is the Wilkerson factory of 1921, Sainsburys sits to the left of this image in the 21st century. Joseph Keys shared this image on the Derry of the Past Facebook Group on 6th December 2018. [15]
Tooban Junction Station to Derry
The Letterkenny to Newtowncunningham length of the line can be found on this link:
The Newtowncunningham to Tooban Junction section of the old railway can be read on this link:
We start this length of the journey to Derry at Tooban Junction.
Tooban Junction Station as shown on the 25″ OSi survey. [1]Tooban Junction Station as shown in Dave Bell & Steve Flanders book: The Londonderry & Lough Swilly Railway: A Visitor’s Guide. In that book, two diagrams appear, the first showing the station during mixed-gauge days, the second showing the station once the broad-gauge had been replaced. [13: p17]
We finished the last article with a glimpse of the reconstructed signal post at Tooban Junction Station. Another photo of the rebuilt signal post is produced below. …
The Heritage Railway Journal carried an article about the reconstructed signal on 6th June 2023. [3]
Seventy years after the last L&LSR trains departed from Tooban Junction, “where the line from Derry split for Buncrana and Letterkenny, a signal has again appeared at the historic site. Buncrana sculptor John McCarron has recreated the junction’s characteristic starter signal as part of the Ghosts of Tooban Junction project, which aims to ensure that the once important junction is not forgotten. The station’s island platform carried an unusual arrangement of starter signal arms pointing in opposite directions on the same post at its Buncrana and Letterkenny end. Now, John has erected a steel-built replica at the remote junction site to mark the 70th anniversary of the closure of the L&LSR in August 1953 and to leave a permanent memorial to the railway’s heritage. … The [West Innishowen] Heritage Society and the Inch Wildfowl Trail, said: ‘If you look at a picture of Tooban Junction station when trains were running, the first thing you notice is the signal. That’s why [we]chose to make a replica, and worked it to the original dimensions. The only thing we couldn’t do is fit spectacle glasses or lights because of safety and environmental impact assessments that highlighted the danger to birds.'” [3]
In the summer of 2023 this permanent fixture was added to the footbridge at what was the West end of the Tooban Junction Station site. Earlier the signal post shown above was installed. [4]
The sign was installed as part of a project centred on the Inch Levels and sits at the eastern extremity of the nature reserve. The Trail Gazers project is one of 8 such projects in various locations in Europe. [5]
Setting off from Tooban Junction, trains followed a main drain from the reclaimed area curving sinuously across relatively level terrain to reach Burnfoot Station, little over a kilometre to the East.
The first length of the line to the East of Tooban Station. [1]After little more than a kilometre, the line curved into Burnfoot Station. As the 25″ OSi survey shows, this was effectively a halt serving passengers. No goods facilities were provided. [1]A little to the South of Burnfoot Station sidings were provided at around the 5 Km point which served Burnfoot Brickworks. [1]The single siding with head-shunt is seen to better effect on this next extract from the 25″ OSi survey. [1]This next extract shows the next point of interest along the line – a level-crossing across what is now the R259. As can be seen on the railmaponline.com extract below, Laurel Bank is now the site of Doherty’s Fireplace Centre. [1]This extract from railmaponline.com’s satellite imagery covers the same length of the L&LSR as the extracts from the OSi 25″ survey above. [2]Looking Southeast through Burnfoot Railway Station in the 1920s. This image was shared by the West Inishowen History & Heritage Society on their Facebook Page on 6th August 2018. [6]Looking Northwest through Burnfoot Railway Station. This image was shared by the Fahan Inch & Burt Parish on their Facebook Page on 16th July 2020, (c) J. Henderson. [6]Looking North from the R259 road along the line of the L&LSR. [Google Streetview, November 2022]Looking South from the R259 road along the line of the L&LSR. It ran close to the West boundary of the Vertiv site. Its approximate line is marked by the orange line. [Google Streetview, November 2022][1]Three extracts from the 25″ OSi survey cover show the L&LSR running Southeast towards Derry. [1]This railmaponline.com satellite image covers the same length of line as the three OSi 25″ extracts above. [1]Looking Northwest from Skeoge Road (bottom-left of the railmaponline.com image above. The orange line marks the approximate line of the L&LSR. [Google Streetview, July 2021]Looking Southeast from Skeoge Road (bottom-left of the railmaponline.com image above. The orange line marks the centre-line of the L&LSR. There was a crossing-keeper’s cottage at this location. It appears from this image to be in private hands and to have been enlarged significantly. [Google Streetview, July 2021]
The next four map extracts cover the length of the old railway from Skeoge Road to the R 238 at Bridge End Station. …
The L&LSR immediately to the Southeast of Bridge End Station. [1]The international boundary appears at the bottom-right of this image. [1]This extract from railmaponline.com’s satellite imagery covers the same length of the L&LSR as the two extracts from the OSi 25″ Survey above. [2]This extract from the OSNI Historical Third Edition (1900-1907) (Sheet 14a) covers the length of the old railway and far as the level-crossing at Elagh Road. [12][2]The site of the level-crossing at Elagh Road seen from the South. [Google Streetview, November 2022]OSNI Historical Third Edition (1900-1907) Sheet 14a. [12]OSNI Historical Fifth Edition (1919-1963) Sheet 14. [12]Approximately the same length of the line as covered on the two map extracts above. Elagh Road is top-left on the extract from railmaponline.com’s satellite imagery. The location of Gallagh Road Station is bottom-right. [2]Looking Northwest from the A515 along the line of the L&LSR. The drainage channel/stream whih passes under the modern road adjacent to the line of the old railway fixes it line and location. [Google Streetview, October 2022]Looking Southeast from the A515 along the line of the L&LSR. [Google Streetview, October 2022]Looking Northwest from Upper Galliagh Road along the line of the L&LSR. [Google Streetview, October 2022]Looking Southeast from Upper Galliagh Road along the line of the old railway. [Google Streetview, October 2022]OSNI Historical Fifth Edition (1919-1963) Sheet 14. [12]OSNI Historical Fifth Edition (1919-1963) Sheet 14. [12]This extract from railmaponline.com’s satellite imagery covers the same length of the L&LS as the two map extracts above. Gallagh Road can be seen at the top-left corner of this image and the location of the crossing over Buncrana Road is at the bottom-right. [2]Looking Northwest from Collon Lane . The large building on the left is Templemore Sports Centre. [Google Streetview, May 2019]Looking Southeast along Collon Lane. The approximate line of the old railway is marked by the orange line. {Google Streetview, May 2019]Looking Northwest along the line of the old railway from Templemore Road. [Google Streetview, October 2022]Looking Southeast along the line of the L&LSR from Templemore Road. [Google Streetview, October 2022]Looking Southeast from within the modern shopping Complex with the approximate line of the L&LSR marked in orange. [Google Streetview, October 2022]Looking back, Northwest, along the line of the old railway. The modern bus-stop on Buncrana Road sits pretty much on the line of the L&LSR. [Google Streetview, October 2022]Looking Southeast, along the line of the old railway. The trees sit over the formation of the L&LSR. [Google Streetview, October 2022]OSNI Historical Fifth Edition (1919-1963) Sheet 14. [12]OSNI Historical Fifth Edition (1919-1963) Sheet 14. [12]Another extract from the satellite imagery from railmaponline.com, this covers the same length of the line as shown on the two map extracts above. [2]An enlarged extract from railmaponline.com’s satellite imagery showing the route of the old line as it crosses the industrial area to the South of Buncrana Road. [2]Further Southeast, the route of the old railway crossed Springtown Road. [2]And then the main access road to the Pennyburn Industrial Estate. [2]A little further to the Southeast the A2 (Buncrana Road) and the old line converged. The fence line on the left in this view looking Northwest is on the approximate line of the L&LSR. [Google Streetview, October 2022]OSNI Historical Fifth Edition (1919-1963) Sheet 14. [12]OSNI Historical Fifth Edition (1919-1963) Sheet 14. [12]Close to the top of this extract from railmaponline.com’s satellite imagery that route of the old railway crosses Pennyburn Pass which approximately marks the extent of what became the main works depot of the L&LSR in Derry. It then curved round to the South crossing Strand Road before running into the L&LSR terminus. [2]Looking Northwest along Strand Road, this is the L&LSR level-crossing. This photograph shows the final train on the L&LSR, entering Graving Dock Station from the North, crossing Strand Road. The Crossing Gates emphasise the width of the road and the shallow angle of the crossing. [14]Approximately the same view in the 21st century. [Google Streetview, August 2025]Looking Southwest towards the end of the line this image shows a L&LSR train at the old station in Strand Road. On the right, opposite the station is the Wilkerson factory of 1921, Sainsburys sits to the left of this image in the 21st century. Joseph Keys shared this image on the Derry of the Past Facebook Group on 6th December 2018. [15]Approximately the same view in the 21st century – taken from the Sainsbury’s car park. [Google Streetview, April 2012]The mustard coloured line superimposed on this northeast-facing streetview image shows the approximate location of the old L& LSR terminus. [August 2025]
