Category Archives: Railways and Tramways Blog

Railways in Iran – Part 10 – Motive Power

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Early Iranian Locomotives

We have already noted in this series that Iran had a very limited railway network at the turn of the 20th century. Essentially just one railway line which was of a narrow gauge and was no more than 6 miles long. Glyn Williams says that the line, as built, … was approximately 5.5 miles in length and had two branch lines of 2.5 miles in length. [22]

Its roster of locomotives was limited to five in total. And details of these can be found on the manufacturer’s listings, as tabulated below. [21] The full article is in french. The locomotives were built in Belgium by La Tubize.

Tableau des locomotives Tubize livrées pour la Perse (Iran)
n°     Année   Voie     Essieux             Destinataire
662   1887     1000   Cn2t / 0-6-0T     CF et Tramways en Perse, Téhéran-Rey No. 1
663   1887     1000   Cn2t / 0-6-0T     CF et Tramways en Perse, Téhéran-Rey No. 2
664   1887     1000   Cn2t / 0-6-0T     CF et Tramways en Perse, Téhéran-Rey No. 3
665   1887     1000   Cn2t / 0-6-0T     CF et Tramways en Perse, Téhéran-Rey No. 4
1436 1905     1000   Cn2t / 0-6-0T     CF et Tramways en Perse, Téhéran-Rey No. 5
Source : liste établie par Sébastien Jarne
Cn2t = 3 essieux moteurs, vapeur saturée, 2 cylindres, tender (tank in UK terminology)

No. 3 in display in Mellat Park, Tehran. [24]

La Tubize Locomotive No. 665 – No. 4 on display in Rey, (c) Alireza Javaheri, used under a Creative Commons Licence. [25]

What is perhaps surprising, is that the oldest preserved La Tubize locomotives in the world are in Iran. These locomotives were ordered by Shah Abdul Azim for the Railways and Tramways in Persia. They were to serve on the Tehran-Rey line and carried the company’s numbers 1 to 5. All of them, it seems, were preserved. In Iran, they were called the “Mashin Doodi”, or smoking machines.

Luc Delporte, writing in French in 2017 comments that, “It is not easy to find recent and verifiable information on these locomotives. However, it is possible to glean some information on the web to locate and, in some cases, verify the location of the locomotives.” [17] He goes on to undertake an internet search for the locomotives which are preserved in a non-operational condition. ……..

Un-numbered La Tubize Locomotive in Mellat Park in Tehran, (c) João Amado (Google Maps).

Un-numbered La Tubize Locomotive in Kosar Park, Tehran, (c) Mahdi Sarkhani (Google Maps).

The fifth of the five locomotive, again unnumbered outside the PARS Wagon Works in Arak (c) Hamid Hajihusseini (CC BY 3.0). [72]

No. 664 – No. 3 – has been kept in Mellat Park in Northern Tehran.

No. 665 – No. 4 –  Is on display at the entrance to Shahr-e-Rey Metro.

There are three further static displays of locomotives which means that the full set of 5 were retained for display. The remaining three are not numbered. They are as follows:

An additional locomotive in Mellat Park In Tehran. Another has been in Kosar Park in Tehran, probably  since 1963. The third, and final, locomotive is on display in Arak at the PARS wagon factory.

Locomotives prior to World War Two

The Railway Gazette of 1945 informs us [18: p159] that, in the period before the British took control of the Iranian (Persian) network, the State Railways owned the following locomotives:

49 German 2-8-0s with double bogie tenders.

16 German 2-10-0s with double bogie tenders.

12 Swedish 2-8-2s with double bogie tenders.

4 Beyer-Garratt 4-8-2+2-8-4 articulated engines.

5 Beyer-Peacock 2-8-0s with double bogie tenders, and

20 (or so) shunting locomotives.

This list may not be comprehensive – the Beyer Peacock Locomotive Order List, Garratt Locomotives, Customer List V1 (PDF); suggests that the company supplied 10 No. Beyer Garratt Locomotives of the same class (Class 86) to Iran. [8]A Beyer-Garratt in Iran. [5]Iranian State Railway. 418 – 421 (BP 6787-6790/1936) later renumbered 86.01 – 86.04. [7]

Wikipedia tells us that German manufacturers supplied 65 steam locomotives for the opening of the line in 1938. [10][26: p112] As we have noted above, these were of two classes. “49 were 2-8-0 ‘Consolidations’: 24 from Krupp forming class 41.11; 16 from Henschel und Sohn forming class 41.35; and nine from Maschinenfabrik Esslingen forming class 41.51. The other 16 were Henschel 2-10-0 ‘Decapods’ forming class 51.01.” [10][26: p107]

Wikipedia continues: “The Trans-Iranian acquired 10 of the locomotives that Kampsax had used to build the line. [26: p107].” These are not in the list provided by the Railway Gazette above. They were: “Gölsdorf two-cylinder compound 0-10-0 freight locomotives built between 1909 and 1915 as Austrian State Railways class 80 by Wiener Neustädter Lokomotivfabrik, Lokomotivfabrik Floridsdorf and Lokomotivfabrik der StEG in Vienna and by Breitfeld–Daněk in Bohemia.” [10][26: p107] Apparently, the Gölsdorf 0-10-0s kept their original Austrian numbers. [26: p107]

The revised roster with these alterations looks more like this:

24 German Krupp 2-8-0s with double bogie tenders.

16 German Henschel und Sohn 2-8-0s with double bogie tenders.

9 German Maschinenfabrik Esslingen 2-8-0s with double bogie tenders. (Ex-works images of these locos can be found on Flickr.) [27][30]

16 German Henschel und Sohn 2-10-0s with double bogie tenders. (An image of one of these locos can be found on Flickr.) [31]

12 Swedish 2-8-2s with double bogie tenders.

10 Austrian State Railways 0-10-0s with double bogie tenders.

10 Beyer-Garratt 4-8-2+2-8-4 articulated engines.

5 Beyer-Peacock 2-8-0s with double bogie tenders, and

20 (or so) shunting locomotives.

“All the 65 German engines needed immediate repairs, as their fireboxes, tubes, stays, motion, and rods were all in poor condition because of lack of maintenance. The 12 Swedish locomotives were all out of service, awaiting modifications necessitated by excessive slipping. The four Beyer-Garratts were also out of commission as they required new fireboxes, longitudinal cracks having developed across their tube-plates. The 2-8-0 Beyer-Peacock locomotives had been excellent engines, but needed overhaul.” [18: p111]

The ’20 or so’ shunting locomotives referred to in the Railway Gazette article of 1945 probably include some locomotives used in the oilfields. There were a number of tank locos and at least these tender locomotives, although I don’t know details. These tender locomotives were in use:

  • some  2-6-0 steam locomotives which left Baldwin Locomotive Works in 1932 and were probably in use in the Oilfields in the South of Iran – an example can be seen on Flickr. [28]
  • some 2-8-0 Beyer Peacock locomotives delivered in 1934 – an example can be seen on Flickr. [29]

The Second World War

Two distinct phases of operation occurred during the War. The first was British led, the second, in the south of Iran, was led by the USA.

1.  Iran’s Railways under British Control

After the arrival of the British Railway Engineers (Royal Engineers) a series of additional locomotives were ordered and received from abroad:

39 coal-burning “W.D.” (British) 2-8-0s. (A photographic example of these locos can be found on Flickr.) [32]

104 oil-burning “W.D.” 2-8-0s.

96 oil-burning U.S.A. 2-8-2s.

6 German 2-10-2s diverted from China.

3 Kitson-built 2-6-4 and 4-6-4 tank engines from the Kowloon-Canton Railway, and

22 0-4-0 diesel shunting engines from the U.S.A.

Coal for the first batch of 39 “W.D.” 2-8-0s also had to be shipped from the United Kingdom.

The Railway Gazette articles of February 1945 catalogue a whole series of difficulties which needed to be overcome by the British Engineers:

  1. Only senior railway men in Iran (Persia) were experienced in railway operation, and “their training in various European countries had been academic rather than practical. Though they were, individually, competent and clever, they were not capable, collectively, of producing a really good and simple organisation to insure the satisfactory working of a railway beset with such topographical and climatic difficulties, especially in view of the ignorance of their subordinates.” [18: p112]
  2. Initially, “subordinate staff understood no English and the British … knew no Persian.” [18: p112]
  3. As we have noted already, “there were in the country ample engines and stock for light traffic working, an incredible percentage of them [however, were] out of order and laid up awaiting repairs, or [were, unsuitable] for working on long continuous mountain grades. Repair facilities and spare parts were also inadequate. ” [18: p112]
  4. The British majority of the British troops were inexperienced and young and numbers were inadequate.
  5. The arid nature of the country traversed meant that water supplies could only possible support “eight double-headed trains daily between Ahwaz and Teheran.” [18: p112] Indeed, later in the War, it was this fact that most influenced the American Eningeers who took over the running of the line to import 65 No. 1,000-h.p. diesel-electric locomotives.
  6. “The intense heat, as well as causing constant trouble with injectors and. being responsible for excessive slipping due to oil leakage on to the track, became almost unbearable for the European staff on the lower sections of line.” [18: p112]
  7. All the locomotives and wagons supplied from the U.K. and U.S.A. “were, in many respects, completely unsuited to the abnormal requirements of Persia, especially in regard to brake equipment, super-heaters, sanding and draw gear, and chilled cast-steel wheels.” [18: p112]

So significant were these issues that the article in the Railway Gazette repeated them alongside other difficulties. The wider list included: inadequate repairs and stores; hot weather troubles; failure of water supplies; carriage and wagon chaos; faults in locomotive depots; and a low standard of general organisation. [18: p159-160]

2. American Control

In the last two years of the War, the roster of locomotives was dramatically changed on the Southern section of the Trans-Iranian Railway (from the coast to Tehran) which was controlled by the Americans. Diesel power meant that the levels of traffic required could be achieved and the Americans brought with them 13 ALCO diesel locomotives. [15] The locomotives, made in Schenectady, New York, by the American Locomotive Company, required prepping in Iran prior to use. [16]

These ALCO (RSD-1) locomotives were intended originally as what the Americans call a road switcher, designed to both haul freight in mainline service and shunt them in railroad yards. They were rated at 1,000 horsepower (750kW) and rode on two three-axle bogies. [17]

At this time a number of American Mikados (WD/USA series 1000-1199) had been leased to the British forces and “had just started working in Iran, although it was realised that the extreme temperatures in the southern plains and above all the scarcity of good water along the whole line made the operation of heavy trains by steam locomotives extremely difficult. Moreover, the 1000 ton “Aid-to-Russia” trains required double-heading over the mountain sections, where gradients of 1 in 67 were frequent and the fact that there were 144 tunnels in 165 miles meant that locomotive crews suffered considerable hardship from smoke and oil fumes.” [33]

Some of the 1000hp diesel-electric locomotives worked the more difficult sections of the Trans-Iranian Railway. The first batch of USA/TC RSD-1 locomotives, numbered 8000 to 8012 arrived in Iran in about March 1943. On relatively level lines with little gradient, they were used singly. This was primarily between Ahwaz and Bandar Shalpur, Khorramshahr, Tanuma and Andhimishk.

A second and larger tranche of these RSD-1 locomotives was delivered to Iran within a few months. These were number 8013 to 8056 and “were fitted for multiple-unit working so that two locomotives could be worked with only one engine crew. … They were stationed at Andhimishk and Arak, and normally worked in pairs hauling all the heavy northbound freight trains over the mountainous sections between these two places. On the return journey, as many as five were coupled together to work back to Andhimishk.” [33]

No. 8014 at the head of a train in the mountains, (c) R. Tourret Collection. [33]

In May 1943, numbers 8007, 8009, 8010, 8011, 8012, 8028, 8029, 8031 and 8034 to 8056 were still awaiting finishing. Numbers 8000, 8001, 8002, 8003, 8004, 8005, 8013, 8015, 8018 and 8030 were allocated to the Southern Division and 8006, 8008, 8014, 8016, 8017, 8019, 8020, 8021, 8022, 8023, 8024, 8025, 8026, 8027, 8028, 8029, 8032, and 8033 were allocated to Andhimishk/Arak.

No. 8048  at Durud in Iran in June 1945. In Iran, the heat was so intense that the Alco diesels operated with the engine access doors removed, despite the increased risk of damage due to the ingress of sand (c) H.C. Hughes. [33]

“From September 1943, some of them worked as far north as Qum and by May 1944 some were working regularly through to Teheran. Between Arak and Teheran it became a common sight to see a diesel and a USA/TC steam 2-8-2 coupled together at the head of a train, and on at least one occasion two diesels and a 2-8-2 were used on a passenger train.” [33]

Following the war, these diesel locomotives were shipped back to the US where they continued to work either hauling freight on military installations, used for training, or were sold to railroad companies. [19] Steam power once again held sway in Iran and continued to do so until the late 1950s. [20]

Steam After the Second World War

As noted above, there were steam locomotives at work throughout Iran during the War. A good number of “American S200s operated in the Middle East, including Egypt, Palestine and Lebanon. One was destroyed by fire at El Arish in Egypt in 1942. 29 of this batch was later supplied to Turkey where they became the TCDD 46201 Class. In 1946 another 24 were transferred to TCDD which added them to the same number series 46201–46253. 51 S200s built in 1942 served on the Trans-Iranian Railway, where they became Iranian class 42.“[34][26: p125]

Turkish Railways USATC S200 Class Locomotive No. 46224 at TCDD Open Air Steam Locomotive Museum, Ankara, Turkey (c) Ex13(CC BY-SA 3.0). [34]

By the end of the Second World War, motive power on Iranian State Railways reverted to steam and a number of new purchases were made.

Iranian State Railways Steam Locomotives

Jonathan D.H. Smith provides the catalogue of Iranian Railways Steam Locomotives below. He maintains a database of a similar nature for most countries in the world. All dimensions metric: lengths in mm, areas in m2, weights in metric tons, pressures in atmospheres. There is no indication in the table of the dates that the locomotives were active. [2]

Class Axle arr-
angement		 Dr.
Dia.		 Cylinders
Diameter x Stroke		 B.P. Ad.
Wt.		 EW
WO		 Grate
Area		 Evap
Surf.		 Sup.
Surf.		 Remarks
30.1 C 1270 435×610 10 33 33 1.4 82 none  
30.2 Ct 1100 380×550 13 34 34 1.3 65 none  
31.0 1’C 1350 490×600 14 44 57 2.6 168 total  
31.2 1’C 1170 405×560 12.3 34 41 1.6 94 none  
33.30 1’C2’t 1560 485×660 12.7 51 91 3.0 168 none KCR 3
34.60 2’C2’t 1560 560×710 12.7 60 106 3.2 229 none KCR 9
41.0 1’D 1220 510×660 12.3 57 67 3.2 167 30  
41.1 1’D 1450 560×720 15 68 75 3.9 185 65  
41.10 1’D 1435 470×710 15.8 64 73 2.7 153 23 LMS 8F coal
41.15 1’D 1435 470×710 15.8 64 73 2.7 153 23 LMS 8F oil
42.0 1’D1′ 1350 500×660(3) 12.5 64 86 4.2 165 51  
42.40 1’D1′ 1520 535×710 14 65 89 4.3 201 58 USATC S200
51.0 1’E 1450 630×720 15 89 99 4.5 213 78  
52.0 1’E1′ 1370 560×710 14.8 75 102 5.0 217 70 Ex 52.50
52.1 1’E1′ 1295 605×660 14 82 109 6.1 254 81  
80.1 E 1260 590(1)/850(1)x630 14 69 69 3.4 135 34 KköStB 80
86.0 2’D1′-1’D2’t 1350 490×660(4) 14 118 201 6.3 336 81 Garratt

The most dramatic of the locomotives purchased by Iranian State Railways after the War were 2-10-2 Locomotives. They supplemented what was left of the locomotives from Hencshel, Krupp, and Maschinenfabrik Esslingen.

A Vulcan supplied Iranian Railways 2-10-2! [6]A pre-war 2-10-0  locomotive (Henschel 24054/1938) was photographed in 2015 by Bernd Seiler on a Farrail trip. [12]The same plinthed locomotive (Henschel 24054/1938). This time the picture shows a full three-quarter view [13]

The Vulcan Foundry Co. was a British locomotive builder sited at Newton-le-Willows, Lancashire. The Company produced a series of large locomotives in the 1950s for locations around the world. [35] The Company’s own records show that 40 No. 2-10-2 locomotives were made for Iranian State Railways and delivered in 1952 and a further 24 No. were delivered in 1954. These were monsters! The Vulcan Magazine article about them (from Winter 1952/53 (Volume 2 Number 8) [3][4] can be found on the http://enuii.com website, [35] along with the Vulcan/Iranian State Railways Brochure. [6][35]

Just a few limited facts about the Vulcan 2-10-2 locomotives:-

They were built entirely to metric dimensions and set up for oil-firing rather than coal. They had a tractive effort of 49,000 lb at 85% pressure and were provided with boilers with a total evaporative heating surface of over 2,730 sq. ft. [6]

The contract for these locomotives was negotiated in 1950, they were expected to cope with trains of 592 tons (600 tonnes) on a 1.5% grade and 296 tons (300 tonnes) on a ruling 2.8% grade where curves of 22 metre radius were the norm. [3][4]

Full details can be found by following the links [3][4] and [6] in the references section below.

Ex-Russian group E from the Djulfa broad gauge line, Tabriz, Iran 1973. [1]

There were still, in the 1970s, some 5ft 3 in gauge tracks rusting away in Iran which had been built by the Russians. The adjacent picture shows an ex-Russian Steam Locomotive on broad-gauge tracks near Tabriz. The main line was converted to standard-gauge in the late 1950s to coincide with the line being built between Tabriz and Tehran in standard-gauge.

Istanbul – Tehran, Iranian 90-510, Razi border station August 1973. [1]

The broad-gauge was also evident at the border as can be seen in the next image. Broad-gauge is most clearly in evidence on the right of the picture

“In 1945, before the Cold War started, the Soviet Union got the first modern diesel engines, Db series from Baldwin, employed Tuapse – Samtrediya and Gudermes – Ordzonikidse, decorated with the Soviet star.” [1]

Diesels After the Second World War

Electroputere Sulzer Diesel Locomotives

A pair of these locomotives were sent for testing in Iran in the late 1950s. It seems as though around 10 of these locomotives were purchased. [36][37]

Name Type Specifications and Notes Maximum speed Years built
Class 60 (DA) Diesel electric 2,100 hp (1,566 kW) Co-Co axle formula 100 km/h (62 mph) 1959–1981

One of three views of a pair of Co-Co Class 60 DAs led by 0518 that were sent for testing in Iran. All three pictures can be seen on the Derby Sulzer Website All three views were taken at the town of Arak. (c)  F Burdubus. The other two follow below. [23]

These were among the earliest in a long line of purchases of Diesel Locomotives by the Iranian State Railways. Details can be found on the link at reference [37] below. They included:

General Motors – EMD Locos (1950s)

Many of the early diesel purchases made in the late 1950s by Iranian State Railways were from General Motors (GM-EMD(USA)). A series of purchases began with a significant number of G12 Bo-Bo locomotives in 1957. A total of 137 of these locomotives were delivered. These were number 40.001- 40.137.A GM-EMD G12 Bo-Bo Locomotive. These locomotives had a long life having first seen service in 1957. This picture was taken in 2016, (c) blackthorn57 on Flickr (CC BY 2.0). [38]

By 1959, Iranian State Railways had also purchased 13 No. GM-EMD G8 Bo-Bo locos; and 20 No. GM-EMD G16 Co-Co locos from General Motors.A preserved G8 Locomotive in Australia, (c) Zzrbiker, English Wikipedia, (CC BY-SA 3.0). [39] A RENFE GM-EMD G16 Co-Co Locomotive in service in Spain. [40]

The G8s were of a lower power rating than the G12s, 643kW as opposed to 963kW. They were numbered 40.401- 40.413.

The G16s had two three axle bogies and a power rating of 1323kW, they were numbered 60.301-60.320.

General Motors – EMD Locos (1960s onwards)

Further purchases were made from General Motors (USA) over the years:

  • 2 No. GM-EMD G18W Bo-Bo Locomotives were purchased in 1968. Their power rating was 735kW. They were numbered 40.451-40.452. [37][45]
  • 193 No. GM-EMD GT26-CW Co-Co locomotives were bought in 1971. They had a power rating of 2205kW and were numbered 60.501-60.569, 60.801-60.914 and 60.975-984. [37][44]
  • 41 No. GM-EMD G22W Bo-Bo Locomotives were purchased and delivered in 1975 & 1982. Their power-rating was 1103kW. They were numbered 40.138-40.178. [37] Nos. 40.158-40.178 were constructed under licence by Đuro Đaković [42][43]
  • 70 No. GM-EMD GT26-CW2 Co-Co Locomotives  were purchased in 1984. Their power rating was 2205kW and they were numbered 60.915-60.974 and 60.985-60.994. All of these locomotives have three 48 inch fans instead of the standard two which is a necessary provision for hot climate of Iran. [37][41]

Locomotives from Japan (1970s)

A single contract was arranged with Hitachi for the delivery of HD10C Locomotives. It seems that these were delivered in 1971 and 1975. They had a lower power-rating (707kW)and were used for shunting. They were numbered 60.601-60.138.A Hitachi HD10C Bo-Bo at Tehran Loco depot.This picture was taken in 2016, (c) blackthorn57 on Flickr (CC BY 2.0). [38]

General Electric (Canada) (1990s)

In the 1990s Iran contracted with General Electric in Canada for the supply of further locomotives:

  • 21 No. U30C Co-Co Locomotives were purchased in 1992. They had a 2240kW power rating and carried the fleet numbers 60.2001-60.2021 [37][46][47]
  • 41 No. C30-7i Co-Co Locomotives bought in 1993 and delivered in 1993 and 1994 had a power rating of 2240kW and were numbered 60.2022-60.2062 [37][47][48]

A Union Pacific GE U30C Locomotive similar to those used in Iran. [46]A GE C30-7i in use in Estonia, (c) LHOON (CC BY-SA 2.0). [48]

Lugansk Locomotives from Ukraine (1997)

Iran bought 5 No. 2M62U Co-Co (x2) Locomotives from Lugansk in the Ukraine in 1997. They were rated at 2942kW and were used for heavy freight duties. Their wheel arrangement was unusual – Co-Co + Co-Co. They were effectively two large locomotives paired together which operated as one unit.LDz 2M62U Locomotive at Ziemeļblāzma Station, (c) Jindřich Běťák (GNU Free Documentation License). [49]

Newer Diesels (2000 onwards)

Recognise these? Pacers. Iran imported them from the UK but scrapped them long before the UK! They were exported to Iran in 2001/2 (Numbers 141001, 141004, 141006, 141008, 141010
and 141013-141019) [14][50]

Alstom Locomotives

In 2002, Alstom Locomotives were ordered by the Islamic Republic of Iran Railways (RAI). “Of the 100 units ordered by RAI, Alstom built the first 20 machines in its plant in Belfort, France, including 5 kits. The remainder was produced by Wagon Pars in Iran. For the 20 units built in France, Ruston supplied the engines (16 RK 215). The engines for the remaining 80 locomotives were built in Iran by DESA as agreed in a technology transfer agreement.” [51] The 100 locomotives were designated as follows:

  • 30 No. Alstom DE43CAC Co-Co Passenger Locomotives with a power rating of 2880kV and numbered 201-230. [37]
  • 70 No. Alstom DE43CAC Co-Co Freight Locomotives with a power rating of 2600kV and which were numbered 231-300. [37]

An Alstom Prima DE43 C AC. [51]

Ziyang Locomotive Co. Ltd GK1C Locomotive. [53]

CRRC Ziyang in China

Five modern diesel shunting Locomotive were purchased in 2008 from CRRC Ziyang in China. These are GK1C B-B Locomotives with a power rating of 990kW [37] although figures quoted elsewhere are higher than this [cf. 52]

Siemens “Safir” Locomotives

In In 2006 Siemens, MAPNA and the Islamic Republic of Iran Railways (RAI) agreed a contact for the supply of 150 four axle Bo-Bo Locomotives. The first locomotive was manufactured by Siemens in early 2010, a further 199 were eventually supplied – the first 30 were built in Germany. [37][54] The remainder were built/assembled in manufactured in Iran under a technology transfer agreement. The value of the contract for the first 150 was $450 million (€294 million). [55]

These are single-ended passenger ER24PC locos with a power rating of 1960kW. They are sometimes referred to as “IranRunners” or “Iran Safirs”. They are numbered 1501-1700. [54]A pair of Siemens ER24PC “IranRunners” of the Islamic Republic of Iran Railways at Tehran, (c) Kabelleger/David Gubler (CC BY-SA 4.0). [54]

MAPNA MLC Locomotives

MAPNA is an Iranian Industrial concern. “In 2016, a contract for production and sale of 25 MAP24 locomotives was signed between MAPNA Railway Operation Development & Maintenance Company as the clientو and MAPNA Locomotive Engineering & Manufacturing Company. The first unit of the 25-strong batch was delivered to MAPNA Railway Operation Development & Maintenance Company and started trial operation in March 2018 at Tehran depot.” [56]

The MAP24-S90 Co-Co Locomotives have a power-rating of 2238kW. [37]A MAPNA MAP24-S90 Co’Co’ Locomotive in Tehran. [56]

DMUs (Diesel Motive Power Units)

We have already noted the presence of Pacers in Iran. Other DMUs include:-

The French RTG DMU-5 Turbo Trainsets (Class T2000) which were delivered in the mid-1970s and power rated at 2020kW. four units were delivered in the mid 1970s [58]  and a further 5 were bought from SNCF in 2005. [37]French Turbotrain RTG DMU-5 (c) Bernd Seiler used with the kind permission of the photographer. [57]

20 No. DMUs from Seimens, Austria were delivered in 2004. These DH4 DMU-4 units had a 2352kW power rating. [37] They were intended, initially, for the 1000km route between Tehran and Mashhad. 5 units were built by Siemens, and Wagon Pars Co. in Iran built 15 of these units as a sub-contractor to Siemens. They were designed for a maximum operating speed on 160km/hour.DH4 DMU-4 Unit in Tehran. [59]

50 No. DMU-3 sets from Hyundai Rotem (Korea) were ordered in the early 2000s and delivered two batches in 2007 and 2016/2017, these were primarily built for suburban traffic. The delay in the delivery schedule can be accounted for by the imposition of international sanctions. [37]

A further 150 No. DMU-3 sets were the subject of negotiations between the Islamic Republic of Iran Railways (RAI) and Hyundai Rotem (Korea). A deal was struck in 2016 for the supply of 150 DMU cars for Raja Passenger Train Company. 50 No. of the trainsets were to be made by Hyundai Rotem and 100 no. by Iranian Rail Industries Development (IRICO). [37][60][61] Hyundai Rotem employs around 3,800 people and exports to 50 countries worldwide. [62] In 2020, the order was still being fulfilled. [37] the contract continues as a result of Hyundai-Rotem being able to recover frozen payments of US$74.7 million from Iran in 2016 which were stopped because of sanctions. [71]Hyundai-Rotem DMU-3 in Iran. [71]

Electric Locomotives

Iran has been pursuing a programme of electrification. As yet there is much to achieve in this respect. The line between Tabriz and Jolfa was electified in time to order eight Rc4, Bo-Bo 3440kW power rated locomotive from SJ (Sweden) in 1979. These locos were used for freight between Tabriz and Jolfa and, much later, for commuter trains between Tabriz-and Azarshahr. They were numbered 40-651 – 40-658.m [37][62][64]

These locomotives were known as the RAI 40-700 class. They were based on the Swedish Rc4 but with Rm-type bogies, sand-proof air filters and no round windows on the side. [63]This photo was taken in 2009 and shows a RAI 40-700 Class Electric Locomotive (c) Ghorbanalibeik [63]

New electrification projects were started with the completion in 2012 of a 46km length of line between Tabriz and Azarshahr to the south. The primary aim of electrifying the five-station single-track route at 25 kV 50 Hz wass to improve services for students travelling to the university at Azarshahr. No additional locomotives needed to be purchased to support this service. [65] 

Plans are afoot to electrify 2 lengths of railway. Negotiations started  in 2016 to make this happen. The two lengths involved are the line between Tehran and Tabriz and the line between Tehran and Mashhad. [66] Italy offered to undertake the work on the Tehran to Tabriz line. [67]

“Iran has been in talks with Germany’s Siemens as well as Chinese companies to electrify the Tehran-Mashhad Railroad. In October, Germany’s Siemens signed a contract to supply components for 50 diesel-electric locomotives, which will be used in the 926-km railroad, to Iran’s MAPNA Group. Another agreement was signed between the two companies to jointly manufacture 70 electric locomotives for the route.” [66][cf. 68]

Detailed studies for the line were completed in 2018 and construction was due to start later in that year. [69] At present, I cannot find details of the construction programme for the electrification nor of detailed plans for the manufacture of the planned 50 or 70 locomotives. Siemens withdrew from the project in 2018 after pressure from the USA. [70]

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Co. Donegal Railways, Ireland – Part 2 – The Glenties Branch – Ballinamore to Glenties

6 Replies

This article covers the Western length of the Glenties Branch of the Co. Donegal Railways. The Eastern length of the branch is covered in the first article in this series about the Co. Donegal Railways which can be found at:

Co. Donegal Railways, Ireland – Part 1 – The Glenties Branch – Stranorlar to Ballinamore

An extract from a larger picture (Scanned slide) (c) G Sludge (Attribution-ShareAlike 2.0 Generic (CC BY-SA 2.0)). [2]

At the end of the first article we got off the train at Ballinamore station (which serves the village community of Bellanamore) and were surprised to see how spartan the accommodation in the passenger facilities was. We were even more surprised to discover that the main station building, such as it was, managed to survive into the 21st century.

We return to Ballinamore station to catch the next train looking forward to visiting the next station on the line at Fintown!

A photograph of the ‘lifting’ train at Ballinamore. After closure the line was ‘lifted’ and removed leaving in most places no more than the formation. [32]An extract from the GSGS Map from the early 1940s showing the route of the Glenties Branch from Ballinamore to Fintown. Ballinamore Station is in the second map sqaure form the right at the top of the image, to the southeast of the bridge over the River Finn. [1]

A larger scale view of the station location at Ballinamore. [1]

We can imagine hopping onto Railcar No. 6 heading for Fintown. … As we leave the ‘station’ behind we look to our left and see the station master’s house. Not large, but certainly bigger than the station facilities we have just enjoyed!

On the adjacent map extract the location of the station house can be picked out as a very slight bump on the side of the road just Northwest of the Station.

The Station House has survived and is now a holiday rental property which in 2020 has recently been refurbished.

The first picture below shows the Station House in 2020 with the old railway formation marked in red behind it. The second image is the Google Earth satellite image of the site.

The Station House at Ballinamore. [4]

Ballinamore Station House ( Google Maps).

The line continued Northwest across the road from the station to the R252 and Bellanamore Village. The image below shows that the crossing was at grade. Traffic flows were so small that it is very likely that this was an un-gated crossing.

The next satellite image shows the line heading way towards Fintown. It is followed by a Google Streetview image of the line leaving the level-crossing behind. Earthworks were minimal and its embankment was no more than a couple of feet above the surrounding land!Bellanamore Village from the South West looking across the line of the Glenties Branch which is marked in red (Google Streetview).The Glenties Branch heading Northwest from Ballinamore Station Halt (Google Maps).The line northwest of the level-crossing was on a very shallow embankment which lifted it above the boggy ground (Google Streetview). The trees in the distance mark the location of the Stranagoppoge River.

Road (R250), Rail (The Glenties Branch) and Lough Finn’s North shore rune roughly parallel (Google Streetview).

Just a short distance further along the line, trains crossed the Stranagoppoge River, a tributary of the River Finn is perhaps one of the lesser known of its tributaries and is part of the Cloghan Lodge Estate. I have been unable to ascertain what the structure of the bridge was like. The line then passed close to the South West shore of Lough Sluvnagh before beginning to turn towards the West, heading for Fintown.The Glenties Branch as it passed Lough Sluvnagh (Google Maps).Lough Sluvnagh and the route of the old railway (Google Streetview). This photograph is taken from the road South of the line.The view across Lough Sluvnagh from the R252 showing the line of the old railway (Google Streetview). I have shown the line of the railway using a very narrow red line.The location of the next road crossing to the West of Lough Sluvnagh (Google Streetview).The Glenties Line to the West of Lough Sluvnagh shown on the GSGS Map of the early 1940s. The crossing in the image above is shown just to the left of the grid line on the map. [5]Looking back along the old Glenties Branch towards Lough Sluvnagh from the road crossing (Google Streetview).Looking West along the line of the Branch. The shell of a building which was probably the crossing-keepers cottage is in the left foreground (Google Streetview).A satellite image of the approach to Fintown and its Lake (Google Maps).The road-crossing on the approach to Fintown. It appears at the extreme left of the satelite image above. This view is taken facing South across what was the old crossing (Google Streetview).The line ahead towards Fintown. This view looks from the road to the south of the crossing in a westerly direction (Google Streetview).A short distance further West the line approached Fintown and its station. This extract from the GSGS Maps of the early 1940s shows both the Lake and the town with the station sitting alongside the lake. [6]The Approach to Fintown Station. [25]The Fintown Railway. [7]Fintown Station (Google Maps).Fintown Railway Station House (c) Kenneth Allen (CC BY-SA 2.0). [13]The Eastern end of the preserved Fintown Railway in 2010 (c) Kenneth Allen (CC BY-SA 2.0) [8]The Water Tower at Fintown Station in 2010, a reminder that once the station was served by steam locomotive power (c) Kenneth Allen (CC BY-SA 2.0). [9]Fintown Station in 2007 (c) Kenneth Allen (CC BY-SA 2.0) [10]The old Goods shed and workshop at Fintown Station in 2010, viewed from the platform (c) Kenneth Allen (CC BY-SA 2.0). [11]Another view of the workshops at Fintown Station (c) Kenneth Allen (CC BY-SA 2.0). [12]Railcar No. 18 at Fintown Station Platform. [14]Fintown Railway’s Railcar approaches the station throat at Fintown Station, heading East into the station [14]The old line followed the Northern shore of the Lough along its full length. The preserved line follows the same route (Google Maps)The journey along the lakeside begins. [15]The ‘modern’ service runs between the road and Lough Finn along the full length of the Lough. This picture was taken in 2012 (c) Kenneth Allen (CC BY-SA 2.0). [16]A view of the line towards the Western end of Lough Finn taken from the R250. Just visible in this photograph is the style which appears in the following photograph (Google Streetview).Railcar No. 18 again in 2012 (c) Kenneth Allen (CC BY-SA 2.0). [17]Another view of the line from the R250. The style is now in the left foreground (Google Streetview).The R250 and the railway run parallel for quitea while alongside the Lough (Google Streetview).Road and Rail closely followed the Lough shore (Google Maps)Over halfway along the Lough now, also in 2012 (c) Kenneth Allen (CC BY-SA 2.0). [18]Another view of the line and the Lough from the R250 (Google Streetview).The end of the Lough approaches (Google Maps).With the West end of the Lough in view the R250, the railway and the Lough seem to get compressed together (Google Streetview).The Glenties Branch West-Southwest of Lough Finn (Google Maps).A larger scale extract from the above satellite image showing the end of the Lough and the approximate extent of the Fintown Railway in 2020 (Google Maps).This view is taken a little to the West of the end of the Lough and the end of the Fintown Railway. The side road visible here is the road to the right-hand side of the satellite image aboveOne the satellite image above. It is taken looking South from the R250 across the route of the old line towards a modern Multi-Use Games Area. The route of the line was in cutting and the parapets of a bridge remain into the 21st century. A couple of track panels have been stored here. (Google Streetview).

West of Lough Finn, the Glenties Branch continued in a Southwesterly direction to wards Shallogan. The route of the old line is shown on the next extract from the GSGS Maps of the early 1940s which is reproduced below. The whole of the Fintown to Sahallogan length of the line is shown on the first image below. The Glenties Branch between Fintown and Shallogan. [19]The second of the two map extracts above shows the length of the line from the West end of Lough Finn to Shallogan. [20] As can be seen the line remained on the South side of the R250 along this full length. Along the length from a point a few hundred metes West of Lough Finn to Shallogan the line was on a downward grade. As the next image shows, the line was raised on a very shallow embankment in places. At other places there were shallow cuttings. Both cutting and embankments were no more than a few feet in depth or height.. and ran close to the road for much of the distance.The Glenties Branch Southwest of Lough Finn (Google Streetview).The Glenties Branch a little further Southwest (Google Streetview).The length of the Glenties Branch covered in the pictures above (Google Maps).The Glenties Branch continues in a Southwesterly direction (Google Maps)In a very short distance the R250 rejoins the route of the old railway, running just to the North (Google Maps).The Glenties Branch ran on a shallow embankment as indicated by the red line above (Google Streetview).At times road and rail were immediately next to each other (Google Maps).The fence-posts delineating the line of the railway still remain in places (Google Streetview).The final approaches to the hamlet of Shallogan (Google Maps).The first property in Shallogan viewed from the R250 (Google Streetview).Shallogan: there was a halt here which was the last formal stop before Glenties. That did not mean that you could not wave down the railcar passing you and get one anywhere along the line (Google Maps).Railway Culvert at Shallogan (Googl;e Streetview).South West of Shallogan road and rail separated once again (Google Maps).Looking East back along the line of the branch at the point where the line began to diverge from the route of the R250 and where the line crossed the River Shallogan twice in very short succession (Google Streetview).Looking Southwest from the same location. The old line can be seen curving away to the Southwest while the R250 urn further to the West (Google Streetview).The GSGS Map of the length of the line between Shallogan and GlentiesThe route of the Glenties Branch continues Southwest and will soon be met once again by the R250 (Google Maps). Just above the wooded area the first of two remaining bridges over the River Shallogan can be seen on the satellite image.The second of these two bridges is visible in the top-right of this next satellite image (Google Maps).Looking back to the Northeast along the old railway line. At this locaTion the formation is most clearly visible with significant cutting and embankments (Google Streetview).The line continues towards Glenties (Google Maps). Along this length the formation of the old railway is hidden from the road by  bushes and scrubland.

We are now on the final approach to Glenties and the old railway was travelling South-Southwest alongside the R250. The adjacent satellite image shows its course cut by a farmyard and then a road. The road crossed the line of the railway on a bridge. The first image below shows the view Northeast from the bridge looking through the farmyard back towards Fintown and Shallogan.

The second image looks forward towards Glenties. It is less easy to establish the route of the railway in this image, but it runs to the  western edge of the copse of trees.

A view Northeast along the old railway formation from a road overbridge (Google Streetview).Looking towards Glenties (Google Streetview).

Flickr has two images of this bridge taken from the fields either side of the road. [28][29]

After this the old line began to curve round to the towards the Southwest again. It encountered another road which is crossed at ground level.Looking North by Northeast along the old line towards Shallogan (Google Streetview).Looking towards Glenties at the road-crossing. The crossing-keepers house is still standing (Google Streetview).On towards Glenties (Google Maps). The formation of the old line is lost in scrub land to the South side of the R250 and cannot easily be picked out on Google Streetview.The outskirts of Glenties (Google Maps).The final few hundred metres to the railway station are covered on this satellite image and the next (Google Maps).

Level crossing with the R250 on the approach to Glenties Station. This view looks Northeast along the line (Google Streetview).Glenties Station is just ahead beyond the tree-line. This view is taken at the level-crossing location on the R250.Glenties Railway Station Building viewed from the R250 (Google Streetview).

Glenties Railway Station in 1966, (c) Roger Joanes (CC BY-NC-ND 2.0). [26]Glenties Railway Station looking towards the buffer-stops in 1966, (c) Roger Joanes (CC BY-NC-ND 2.0). [27]Locomotive “Foyle” at Glenties Station with Engine Driver B. McMenamin and Fireman J. O’Donnell. Photograph “From the Wilds of Donegal”, used with permission from the Donegal Railway Heritage Centre and found on their Facebook page. [31]A very grainy image showing one of the Co. Donegal Railcars on shed at Glenties, with thanks to Kerry Doherty. [32]Co. Donegal Railways Railcar 6 at Glenties, with thanks to Kerry Doherty. [32]

The location of Glenties railway Station. The station building is a B&B in the 21st century (Google Maps).

The adjacent satellite image brings our journey along the Glenties Branch to an end.

There are a few pictures of the station to follow below and a note too about an attempt to take the line on the Ardara.

The Fintown Railway has ambitions to bring its preservation line along the old trackbed to Glenties. I imagine that the events of 2020 may well have made that a more remote possibility than it was.

Glenties Railway Station Building in the 21st century. The property is now a B&B. This view is from the track-side of the station building. [21]

Glenties Station Building in the 21st century. [22]

A view along the line of the platform in 2020. [22]

The extension of the Glenties Branch to Ardara

There was once a plan to extend the line. It was a sensible plan as it would have taken the line close to the coast and to a basic harbour. It might have given the line a new lease of life. But it failed to get off the ground. [23: p38-41][24]

Ardara was 6 miles West of Glenties and had a small population of around 500 people. There had been government funding for a number of railway extensions around the turn of the 20th century. These included extensions to Burtonport and to Cardonagh. The people of Ardara felt encouraged to try to gain their own railway extension.

A vpetition was sent to the directors of the railway in 1903, which was acknowledge but then left on a shelf. After the 1906 takeover of the Company, Ardara renewed their pressure for their own extension. The reaction was lukewarm. The directors did say that if funding could be found through Parliament they would consent to run the line. After some vacillation and some minor successes in seeking funding. A grand total of £2,000 was raised!

Henry Forbes reviewed the possible extension and suggested that it might be built for around £5,000 per mile – around £30,000 overall. This meant that the promoters would need to raise around £28,000 which was far beyond their means.

Glenties to Ardara on the GSGS Map of the early 1940s. []

Nonetheless the promoters continued to pursue their goal. Patterson et al. intimate that negotiations were reopened in 1919 and again in 1922, but to no avail. The matter was raised again in 1936 when there was a possibility of peat extraction taking place using the extension for transport. This also failed to materialise. And finally, amid the post war fuel crisis. an extension was once more considered but the imminent closure of the whole branch put paid to this and any further efforts to open an extension to Ardara. [23: p40-41]

References

  1. https://maps.nls.uk/geo/explore/#zoom=14&lat=54.86691&lon=-8.06504&layers=14&b=1, accessed on 29th May 2020.
  2. https://www.flickr.com/photos/sludgeulper/3611611930, accessed on 29th May 2020.
  3. https://www.myhome.ie/holiday-homes/brochure/1840-station-cottage-ballinamore-co-donegal/4362606, accessed on 13th June 2020.
  4. https://www.myhome.ie/holiday-homes/brochure/1840-station-cottage-ballinamore-co-donegal/4362606, accessed on 12th June 2020.
  5. https://maps.nls.uk/geo/explore/#zoom=16&lat=54.87258&lon=-8.08333&layers=14&b=1, accessed on 29th May 2020.
  6. https://maps.nls.uk/geo/explore/#zoom=16&lat=54.87233&lon=-8.10876&layers=14&b=1, accessed on 29th May 2020.
  7. https://www.openstreetmap.org/#map=14/54.8556/-8.1584, accessed on 14th June 2020.
  8. https://www.geograph.ie/photo/2108929, accessed on 14th June 2020.
  9. https://www.geograph.ie/photo/2108924, accessed on 14th June 2020.
  10. https://www.geograph.ie/photo/500483, accessed on 14th June 2020.
  11. https://www.geograph.ie/photo/2108932, accessed on 14th June 2020.
  12. https://www.geograph.ie/photo/2108939, accessed on 14th June 2020.
  13. https://www.geograph.ie/photo/2108930, accessed on 14th June 2020.
  14. https://www.tripadvisor.co.za/LocationPhotoDirectLink-g315868-d2534086-i328548871-Fintown_Railway-Dungloe_County_Donegal.html, accessed on 14th June 2020.
  15. https://www.donegal.ie/venue-and-organization/fintown-railway-mhuc-dhubh, accessed on 14th June 2020.
  16. https://www.geograph.ie/photo/3024750, accessed on 14th June 2020.
  17. https://www.geograph.ie/photo/3024752, accessed on 14th June 2020.
  18. https://www.geograph.ie/photo/3025114, accessed on 14th June 2020.
  19. https://maps.nls.uk/geo/explore/#zoom=13&lat=54.85843&lon=-8.17073&layers=14&b=1, accessed on 29th May 2020.
  20. https://maps.nls.uk/geo/explore/#zoom=14&lat=54.84582&lon=-8.18676&layers=14&b=1, accessed on 15th June 2020.
  21. https://www.chambres-hotes.fr/chambres-hotes_station-house-glenties_glenties_h3551007_en.htm, accessed on 21st June 2020.
  22. https://www.tripadvisor.co.uk/Hotel_Review-g551498-d1123597-Reviews-Station_House_B_B-Glenties_County_Donegal.html, accessed on 22nd June 2020.
  23. Edward M Patterson (original author), Joe Begley & Steve Flanders (authors of additional material in the Revised Edition); The County Donegal Railways; Colourpoint Books, Newtownards, Co. Down 2014. As noted in my first article about the Co. Donegal Railways this was to have been my holiday reading while walking different parts of the network, but 2020 has been a strange year!
  24. https://www.cotyroneireland.com/misc/forbes.html, accessed on 22nd June 2020.
  25. https://picclick.co.uk/Ireland-Loughfin-Fintown-Glenties-CoDonegal-Postcard-392799311859.html, accessed on 22nd June 2020.
  26. https://www.flickr.com/photos/110691393@N07/14073602795/in/photolist-nrCTN4-nrmxoe-2fLCaHg-BreD5t-hP4yK, accessed on 22nd June 2020.
  27. https://www.flickr.com/photos/110691393@N07/14070412341/in/photolist-nrCTN4-nrmxoe-2fLCaHg-BreD5t-hP4yK, accessed on 22nd June 2020.
  28. https://www.flickr.com/photos/salmix_ie/45425127672/in/photolist-9vw2zP-98hSXt-BreD5t-fFRsP7-b5fzTX-b5fyxp-xAiiVm-b3Mn9e-fKj8Va-wW6FtZ-7PQzGV-aqbePh-hP4yK-2eAeb55-nrCTN4-7ACBjM-6v9spd-nrmxoe-98m2VS-oeABN1-ovSLNG-b5fxbB-b5fEZ4-b5fDBP-7yNQh2-n9rxTD-fFRsMm-2aTR4fT-NwqqjH-b5fCAV-xWUWxx-oxQDEe-2cd4DSq-9MQt9S-2aTR4tP-4A9shm-7ySAMW-oxQxyX-oxR58x-ow5Pvn-7ySB1U-dwfarN-dwfbef-oezMFE-U3xnLw-7ySBo5-7yNQw4-2iniuW4-ow5NZc-oeA2we, accessed on 22nd June 2020.
  29. https://www.flickr.com/photos/salmix_ie/44562616945/in/photolist-9vw2zP-98hSXt-BreD5t-fFRsP7-b5fzTX-b5fyxp-xAiiVm-b3Mn9e-fKj8Va-wW6FtZ-7PQzGV-aqbePh-hP4yK-2eAeb55-nrCTN4-7ACBjM-6v9spd-nrmxoe-98m2VS-oeABN1-ovSLNG-b5fxbB-b5fEZ4-b5fDBP-7yNQh2-n9rxTD-fFRsMm-2aTR4fT-NwqqjH-b5fCAV-xWUWxx-oxQDEe-2cd4DSq-9MQt9S-2aTR4tP-4A9shm-7ySAMW-oxQxyX-oxR58x-ow5Pvn-7ySB1U-dwfarN-dwfbef-oezMFE-U3xnLw-7ySBo5-7yNQw4-2iniuW4-ow5NZc-oeA2we, accessed on 22nd June 2020.
  30. https://maps.nls.uk/geo/explore/#zoom=12&lat=54.79727&lon=-8.33694&layers=14&b=1, accessed on 29th May 2020.
  31. https://www.facebook.com/DonegalRailwayHeritageCentre/photos/a.1230417866994452/2946661428703412/?type=3&theater, accessed on 24th June 2020.
  32. After completing the first version of this article I was offered three images by Kerry Doherty of Ballindrait, Co. Donegal.

Co. Donegal Railways, Ireland – Part 3 – Petrol Railmotors

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The Co. Donegal Railways were early adopters of modern technology, First, in the early 1900s, it was petrol railmotors with which they flirted. Later, they were the quickest narrow-gauge lines in the British Isles to adopt diesel railcars. This post looks at the Co. Donegal’s use of petrol railmotors! I have generally called the petrol-powered vehicles ‘railmotors’ and when I get round to looking at the later vehicles starting with No. 7, I will call them ‘railcars’!

When W.R. Lawson retired in 1910, Henry Forbes was appointed as Secretary and Traffic Manager. Forbes was an innovator. He realised very quickly that an increase in the number of stopping places would result in increased usage of the network. He introduced a number of new halts. He also introduced a number of improvements in many of the more established stations. And in a very short time he started to allow the railmotors and railcars he bought to stop anywhere on the network, not just at stations and halts. [1: p61-62]

A few years prior to his appointment, a tiny 4-wheeled railmotor had been purchased. It was just 6ft high and originally had a 10hp petrol engine. Its capacity was only 10 passengers. Because of its diminutive size, it was only infrequently used to cover passenger duties. Its main functions were the carriage of post and serving as a maintenance vehicle. [1: p60] There is an excellent study of this railmotor sitting in Stranorlar Station which was taken by H.C. Casserley. Peterson et al reproduce it in their book. [1: p114]

The Donegal Railway Heritage Centre posted a picture of the railmotor on Facebook,a long with the description beneath. [3]

”Even if this original … Railmotor … was used spasmodically, it had yielded valuable experience. In 1926, with the balance sheet insisting on lowered operating costs, Forbes decided that the time was ripe to show that his railway could give as flexible a service as the road omnibuses and a faster one withal.” [1: p60, cf. p114] It was preserved in its final version and is now housed at the Ulster Transport Museum. [4]Co. Donegal Railways Railmotor No. 1, (c) Ulster Transport Museum, used under a Creative Commons Attribution-Share Alike 4.0 International. [5] The YouTube video below shows pictures of this railmotor in the museum at Cultra and a computer simulation of the railmotor in action on the Trainz simulation software produced by ‘ing4trainz’. [21]

Railmotors Nos. 2 & 3 which came from the DVLR. [22]

Railmotor No. 1 – A simulation by ING4Trainz. [22]

Given his experiences with the diminutive Railmotor No. 1, Forbes took a chance on a pair of Ford petrol-engined railcars. They came from the standard-gauge Derwent Valley Light Railway (DVLR) near York. They had been purchased by the DVLR in May 1924 at a total cost of £1070 with the intention of keeping the costs of transporting passengers to a minimum. “Each was built on a Ford 1‑ton truck chassis with bodywork by C.H. Roe Ltd of Leeds. Rated at 22hp, they weighed 2 tons 7 cwts, and were fitted with 17 seats.” [2] They were not popular with passengers on DVLR and were soon up for sale. Forbes bought them in June 1926 for a total of £480. By August 1926 the pair of railmotors were in Londonderry being converted to 3ft-gauge! [2]

There were a number of these railmotors, from a number of different manufacturers, in use on Light Railways around England at the time. A review of their use on the Colonel Stephens’ family of Light Railways can be found on the following link:

Ford Railmotors on Colonel Stephens’ lines in general and on the S&MLR

It is worth noting that Colonel Stephens took an interest in the two DVLR railmotors when they were put on the market. It seems likely that his expressed interest prevented Forbes negotiating a lower price for the vehicles. [1: p115]

These railmotors were usually used in pairs, back-to-back, but on the Co. Donegal Lines they were often used singly. (Although initially on the DVLR, they had been used as a pair, small turntables were installed at Layerthorpe and Skipwith in order to allow the units to be used singly.) Once available on the Co. Donegal Railways, these vehicles were “reasonably successful and lasted until 1934 when they were withdrawn from service.” [2]

Patterson et al. comment: “On the DVLR they had run in tandem, … but on the Donegal lines they were run separately. From the start, they operated regular passenger services: by modern standards they were noisy and subjected the passengers to considerable vibration, but their ability to stop anywhere was deservedly popular in a country of small farms and isolated cottages. Futhermore, the operating costs were only a fraction of those of orthodox steam trains:” [1: p60]  3.25d per mile rather than 11.25d per mile. It appears that Patterson et al were unaware of the use of small turntables on the DVLR.

I have managed to find one old photograph of this par of railmotors while in use on the DVLR at York – Layerthorpe Station. They look to be in as new condition. It has beenn impossible to establish the provenance of this photograph. [6]DVLR Railmotors in use at Layertorpe Sation near York. [6] These railmotors became Railmotors No. 2 and 3 on the County  Donegal railways.It is interesting that this photograph of one of the two railmotors (No. 2) after conversion for the Co. Donegal Railways is shown on the IRS website in an article from 1973 and it is credited to Dr. E.M. Patterson, [2] but the picture does not appear in the Book about the Co. Donegal Railways from Patterson et al. [1] … The changes are self-evident. The re-gauging to 3ft-gauge would have left the centre of gravity of the vehicle too high and as a result the body was lowered on the chassis which created a very different look. The rear wheels were almost hidden inside the bodywork.

Petrol Railmotors No. 2 and 3 were a success. Not an unqualified one, but nonetheless they resulted in a significant change of direction for the management of the Co. Donegal Railways. The future would be in the use of railcars rather than in the continued development of steam traction.

Patterson et al. comment that the alterations to the railmotors before they saw service on the Co. Donegal Railways took place at Dundalk rather than in the Northwest. They were ready for use in the Autumn of 1926. They did have some axle problems and during their lifetime saw their axles strengthened to be more in line with usual railway practice. [1: p117] But they served well until 1933 when they were beginning to be rather tired.Railcar/Railmotor No. 4 with the loco shed, water tower and carriage shed in Donegal Town, 1931. This picture was found on the Facebook group associated with the Donegal Railway Heritage Centre. (c) Sam Carse and held in the collection of the Donegal Railway Heritage Centre. [20]

Railmotor/Railcar No. 4 – a simulation produced by ING4Trainz. [22]

County Donegal Railcar/Railmotor No. 4, 16mm scale model for use on 45mm-gauge track, recently for sale on an internet-based sales platform. [18]

Co. Donegal Railmotor No. 4 – Model of the body shell which was for sale relatively recently on a internet-based sales platform. [15]

In 1928 they were joined by Railcar/Railmotor No. 4 which was also fueled by petrol. It was a significantly larger beast, based on a 30-cwt Ford chassis. Its size meant that it could not operate with a rigid chassis if it was to negotiate the tight curves on the network. It was therefore given a pony truck for the from axle. The vehicle was fully assembled by October 1928. Apart from some problems with its axles, the vehicle was again a success and lasted in service throughout the Second World War only being scrapped in 1947 after 19 years service. [1: p118]. There is a small scale drawing of this railmotor in Appendix 11 E.M. Patterson et al. [1: p173]

Appendix 8 of ‘The County Donegal Railways’ tells us that the petrol powered railmotors gradually gave way to diesel powered units but petrol continued to be a power source until the late 1940s. [1: p165]

We have already noted that Railmotor No. 1 was not scrapped but was eventually preserved at Cultra. Railmotors No. 2 and 3 were scrapped in 1934. They were replaced by two other units which were given the same designation. The new No. 2 was of a similar power to the one’s scrapped and arrived in 1934. It had a 22-hp engine but carried 30 rather than 17 people. It  came second-hand from the Castlederg & Victoria Bridge Tramway and remained in service until 1944 when it was converted to a trailer. It was not sold until 1961 when it was removed to Mountcharles in the South of Co. Donegal. The new No. 2 was a 24-seat railcar with a Fordson paraffin engine built in 1925 at Castlederg and referred to in the Wikipedia article about that line. [7] Although basic in design, that vehicle was capable of being driven from either end and the driver also sold the tickets.

I have not been able to find the drawings for the new No. 2, although I believe that they are included in E.M. Patterson’s book about the Castlederg and Victoria Bridge Tramway (C&VBT). [8] ING4Trainz do not appear to have produced a simulation for this railcar/railmotor either in its C&VBT guise or its CDR livery days. There is however a model of the railcar running on a layout which depicts the Castlederg terminus of the old Tramway which closed in 1933. It is a kit-built model from a Worsley Works kit, built by  Andy Cundick. [9],[10] The scale is OOn3.

Railmotor/Railcar No. 3 (new) which came from the D&BST – a simulation by ING4Trainz [22]

The new No. 3 came from the Dublin & Blessington Steam Tramway (D&BST) in 1934. It was also a larger vehicle than the old No. 3 with a passenger capacity of 40 and a 35-hp engine. The vehicle was built by the Drewry Car Co. Ltd. It arrived on the Dublin and Blessington Steam Tramway in 1926. It had two driving axles and two pony axles, and could be driven from either end. On that tramway it ran on a track gauge of 5ft 3in and so had to be converted to 3ft gauge. It operated successful on the Co. Donegal until 19….. when it was converted into a trailer and continued in active use until 19…….. “It is now the sole surviving vehicle from the old Dublin & Blessington Steam Tramway, residing at the transport museum at Cultra.” [11]

Shapways 3D-printed model of Drewry Railcar No. 3 [12]

A number of other pictures are available across the internet. There is an excellent study at https://transportsofdelight.smugmug.com. [13] Some discussion about detailing of models of this vehicle can be found on the Irish Railway Modellers Forum. [14]

Railcar/Railmotor Trailer No. 5 ( and No. 2). A simulation by ING4Trainz. [22]

No. 5 in the series is a slight anomaly. The designation was given to the railmotor/railcar trailer which was purpose-built for that role. it had a 9ft wheelbase and was designed by the drawing office in Dundalk. A software simulation of the trailer has been produced by ING4Trainz. [22] The chassis was constructed by Knutsford Motors Ltd and the body by O’Doherty at Strabane. It weighed 3 ton 4.5-cwt and had sufficient room for 28 passengers. E.M. Patterson et al. say that the “trailer survived until the end of service on the CDR and was sold at auction in 1961 to Donegal Town football club, where its body was used as a cash-office. It was subsequently photographed in use as a holiday chalet in Rossnowlagh in 1965.” [1: p118] After an interesting ‘life’ out in the country it was brought down to Donegal Town Station and restored during the mid 1990s as part of exhibits at the Donegal Railway Heritage Centre. It was discovered by the local photographer, the late Conor Sinclair at Doochary, near Fintown. [16]

Trailer No. 5 in the garden of the Donegal Railway Heritage Centre. [17]

It was originally believed that Trailer No. 5 had been scrapped in the mid seventies but it had actually been towed to Doochary for use as a holiday home. It received a full body restoration at the Railway Preservation Society of Ireland premises in Whitehead, Antrim. This included new roof timbers and felting to make it watertight. The doors have been remade using the original patterns. The restoration effort was financed with the help of an Interreg IIIA European cross-border grant. [17]Trailer No. 5 in the process of being prepared to travel through the streets of Donegal on the St. Patrick’s Day Parade in 2019. [19]

Railmotor/Railcar no. 6. [23]

No. 6 was also a petrol railmotor, although exactly which vehicles were railmotors and which were railcars is difficult to determine as often all of them were referred to as railcars. No. 6 was built  by Great Northern and O’Doherty and came into use in 1930. It had a 32hp petrol engine and weighed 5-ton 11-cwt.  It cost £900 when new and carried a maximum of 32 seated passengers. It was rebuilt as a 4-wheeled trailer in 1945 and then sold into private owenrship in 1958 and removed to Inver. [1: p165]

Patterson et al., say that “it ran on a front radial truck, arranged for side-play of 4.5 in. to take the worst curves on the system and on a rear driving bogie. … It mainly served on the Glenties and Ballyshannon lines.” [1: p119]

Railmotors/Railcars No. 9 and 10. [23]

No. 6 was the last purpose built petrol-powered railmotor/ railcar. After it, only two further petrol powered vehicles were commissioned for the network. They were No. 9 and No.10, both were converted road vehicles. They had seen service for 3 years on the demanding roads of West Donegal and were converted at Stranolarto run on the 3ft rails of the Co. Donegal railways. They were similar in appearance to No. 4 and were powered by 36hp  Ford petrol engines. Both had a seating capacity of 20. [1: p121] No. p lasted 16 years in service and was scrapped in 1949. No. 10 was destroyed in a fire at Ballshannon shed in 1939. [1: p165] They were distinguished from No.4 by having a short body panel in front of the access doors. This can be seen on the ING4Trainz simulation above and in the picture immediately below.Railcar No 9 in the shops at Stranorlar. In 1930 the CDR acquired four Reo buses second hand from the GNR. A few years on the Donegal’s poor roads reduced them to wreaks but Henry Forbes had the two in the best condition converted to Railcars. They had 20-seat bodies and were powered by 36hp petrol engines. No.10 was destroyed in an accidental fire in 1939 but No. 9 seen here lasted until 1949. This picture was found on the Facebook group associated with the Donegal Railway Heritage Centre. (c) Sam Carse and held in the collection of the Donegal Railway Heritage Centre. [24]

References

  1. Edward M Patterson (original author), Joe Begley & Steve Flanders (authors of additional material in the Revised Edition); The County Donegal Railways; Colourpoint Books, Newtownards, Co. Down 2014. As noted in my first article about the Co. Donegal Railways this was to have been my holiday reading while walking different parts of the network, but 2020 has been a strange year!
  2. R.R. Darsley; The Derwent Valley Railway 60 Years On; The Industrial Railway Record No. 51, p129-146;  https//www.irsociety.co.uk/Archives/51/Derwent.htm, accessed on 28th May 2020.
  3. https://www.facebook.com/DonegalRailwayHeritageCentre/photos/a.1230417866994452/1832504963452403/?type=3&eid=ARBj6M4J6PfuqfYLVcSJZ5ufR_YqF2sXMHfcMcOjpq-f5tf8ZGMBueJQkt-VyBaN9mGz88PfJRCNOpz9&__xts__%5B0%5D=68.ARAKlX23JjRvdKk7EUdXx3eF6aPtBWzsYqhPy15b7oEg5gX2uGc6ejt_ear_e9A4wooDnJiwOc38LCp6my7VW1SslaIFGrnG2DjrQk07K9AzfXFobC-Lx3Y0s0uHUCKOri18xqNUr1zftJNQYwGJ2YOc70li-jigqFkqBVKMd5j4pUaSuZ10WunvIBDoVCb2jA69bgxMjZ6TvCsuP_9E8_N2zT0aXMRBrfFm8G_uUry-n4ZSRKb22rdeyNNbGk9YPCx8A1PDDHl-yG-SBZ-g2rV6iaCnVavfP2z5pK4YfeZ7Pg6_jayE1uTs2D5rKB_TyZshJkbS7vzYJPwAOGqAj6hoB4S-&__tn__=EHH-R, accessed on 29th May 2020.
  4. https://www.nmni.com/our-museums/Ulster-Transport-Museum/Home.aspx, accessed on 29th May 2020.
  5. https://commons.wikimedia.org/wiki/File:Ulster_Transport_Museum,_Cultra,_County_Donega_Railways_Joint_Committee_Railcar_No_1_(03).jpg, accessd on 29th May 2020.
  6. http://www.mtfca.com/discus/messages/179374/185052.html?1296125299, accessed on 1st June 2020. I have tied to establish copyright ownership of the image but have not be successful. The source of the image on the forum is Peter Kable, Kiama, Australia. He is no longer active on the forum. The image was posted on 26th January 2011.
  7. https://en.wikipedia.org/wiki/Castlederg_and_Victoria_Bridge_Tramway, accessed on 2nd June 2020.
  8. E.M. Patterson; The Castlederg and Victoria Bridge Tramway;  Colourpoint, 1998.
  9. https://glostransporthistory.visit-gloucestershire.co.uk/gloucester-model-railway-exhibition-2016, accessed on 2nd June 2020.
  10. http://www.worsleyworks.co.uk/NG/NG_Irish_CVBT.htm, accessed on 2nd June 2020.
  11. http://gofree.indigo.ie/~nigelo/rollingstock.htm, accessed on 3rd June 2020.
  12. https://www.shapeways.com/product/MSG4MEWNL/o-152fs-dublin-blessington-drewry-railcar?optionId=99464677&li=marketplace
  13. https://transportsofdelight.smugmug.com/RAILWAYS/IRISH-RAILWAYS/COUNTY-DONEGAL-RAILWAYS-JOINT-COMMITTEE/i-29Hdbpq/A, accessed on 3rd June 2020.
  14. https://irishrailwaymodeller.com/topic/5699-dampbcounty-donegal-drewry-railcar-interior-query/page/2, accessed on 3rd June 2020.
  15. https://picclick.co.uk/County-Donegal-Railway-Railcar-No-4-45mm-162936012780.html, 3rd June 2020.
  16. http://donegalrailway.com, accessed on 4th June 2020.
  17. https://m.facebook.com/DonegalRailwayHeritageCentre/photos/a.1230417866994452/1249883518381220/?type=3, accessed on 4th June 2020.
  18. https://www.worthpoint.com/worthopedia/county-donegal-narrow-gauge-railcar-539348090, accessed on 4th June 2020.
  19. https://www.facebook.com/DonegalRailwayHeritageCentre/photos/a.1224552917580947/2035019939867570/?type=3&theater, accessed on 4th June 2020.
  20. https://www.facebook.com/DonegalRailwayHeritageCentre/photos/a.1230417866994452/1896517543717811/?type=3&theater, accessed on 5th June 2020. The front window arrangement and the size of the vehicle suggest that this is Railcar/Railmotor No. 4.
  21. https://youtu.be/3XrG6X9q52Q, accessed on 5th June 2020. cf. https://www.jatws.org/ing4trainz/cdr.htm.
  22. https://www.jatws.org/ing4trainz/cdr.htm, accessed on 5th June 2020.
  23. https://www.jatws.org/ing4trainz/cdr.htm, accessed on 12th June 2020.
  24. https://www.facebook.com/DonegalRailwayHeritageCentre/photos/a.1224552917580947/2144853775550852/?type=3&theater, accessed on 5th June 2020.

 

Gloucester Docks and Railways – Part 3 – Over Junction, the Llanthony Branch and Railways to the West Side of the Docks

2 Replies

We start our journey at Over. ……

Incidentally, local knowledge indicates that there was a station at Over Junction for a very short time in the 1990s. It might be one of the shortest-lived stations on the British railway network. Roger Smith says: “Over Junction Station was erected in 1998 I think when the River Severn was in flood and the was concern about the stability of the railway bridge. A temporary station was erected with a Park and Ride operating from there into Gloucester.” He sent me a photograph of the station to prove its existence. The platform was constructed in scaffolding. [56]

Over Junction on the GWR South Wales Main Line sat to the west of the West Channel of the River Severn, the Docks Branch Junction was immediately to the East of the West Channel. The two images immediately below show the old railway alignment prior to the reconstruction of the river crossing (the first is the small picture below). The next, modern, image shows the railway on it newer alignment just a very short distance south of the old line. The Railway Gazette of 4th May 1951 reported on the work to replace the old railway bridge which had been built by Brunel. which improved the alignment of tracks and eliminated a permanent 30 m.p.h. speed restriction on the main lines.

From the Railway Gazette of 4th May 1951, a copy of which is held in the Stephen Mourton collection, (c) Stephen Mourton. The Docks Branch is just leaving the GWR Mainline in the foreground. [2]

The Brunel designed and built bridge was built in 1850 and strengthened in 1880. It was built with wrought iron main girders which had circular (balloon-shaped) compression flanges and these were retained when the bridge was strengthened in the 1880s.

Before 1880, the bridge was supported on timber piles, and there were approach spans which were built entirely of timber. When it was strengthened, cast-iron piles and columns were employed, The original bridge had three river spans of approximately 73 ft. in length but bolted together to create a continuous series of beams which increased the load-capacity of the structure. The original bridge is shown in the small photograph above and is marked on the first map below. [2] 

An extract from the 4th Edition of the 25″ OS Map showing the two junctions on the South Wales Main Line – Over Junction and the Docks Branch Junction. [3]The same area in the 2020s. The old road bridge over the River Severn West Channel still shows up in between the railway and the modern A40, but the road over-bridge which crossed the GWR mainline between the West Channel and the flood relief bridge has disappeared completely. The Docks Branch has gone, as have the sidings either side of the Mainline to the West of the river channel. The branch to the North which served  Ledbury has also disappeared. Also gone by the 21st century is the truss bridge which appears on the first map and in the image below. [9]Up Parcels train from South Wales crossing the River Severn at Over Junction. By this date the railway had been realigned over the new bridge. The view looks westward, towards Chepstow, Severn Tunnel Junction, Newport etc. along the ex-GWR Gloucester – South Wales main line. On the left the line from Docks Branch Sidings and Gloucester Docks is joining, while beside Over Junction Box just across the river the branch to Ledbury (closed to passengers 13/7/59, goods 1/6/64) diverges right. In the distance an Up freight waits in Over Sidings. The locomotive on the Parcels is 4-6-0 No. 4956 ‘Plowden Hall’ (built 9/29, withdrawn 7/63). The scene is from the old A48 bridge over the railway at its junction with the A417 and just before crossing the river, (c) Ben Brooksbank. (Creative Commons Attribution Share-alike license 2.0). The picture was taken in 1959. [4]

Photograph taken in 2012 and shows the Severn Bore passing under the railway bridge which carries the main Gloucester – Cardiff railway line. This was taken from the former road bridge built by Thomas Telford and now used only by pedestrians, (c) John Winder (Creative Commons Attribution Share-alike license 2.0). [5]

Thomas Telford’s ‘Over Bridge seen from beneath the modern A40. It was built by Telford in the 1820s, and was, until the 1960s, the lowest bridging point on the Severn (actually only across its western arm). Now traffic-free, it was in use as a road until 1975., (c) Derek Harper (Creative Commons Attribution Share-alike license 2.0). [6]

The Docks Branch and it’s sidings feature in Neil Parkhouse’s book, British Railway History in Colour Volume 1: West Gloucester & Wye Valley Lines which is now in its 2nd Edition. I have the 1st Edition and the later supplement which covers the additional material in the 2nd Edition. [1] In the first edition, the Llanthony Docks Branch features from page 33 onwards. In the supplement (p7) there is a superb image of a pannier tank leaving the GWR mainline and heading onto the Llanthony Docks Branch.

As we have noted the Llanthony Docks Branch left the GWR Mainline just to the East of the West Channel of the River Severn. it curved round to the South alongside what was the route of the A40. It ran through what is now Alney Island Nature Reserve. It’s route is shown on the plan immediately below by red dotted lines at each end and by the green-lined main footpath which predominantly follows the line of the old railway. The first half of the route is shown approximately in red on the satellite image below.The approximate route of the old railway branch (Google Maps) runs through what is now the Alney Island Nature reserve. The northerly end of the Over sidings on the Llanthony branch. The picture was taken looking to the Northwest soon after closure in the 1980s, (c) M.R. Phelan (CC BY-SA 2.0) [26]The former GWR Llanthony (Gloucester Docks) branch line at the western end of Over Sidings, shortly after closure when the track was still in-situ. 19th September 1989, (c) Roger Marks. [16]The northerly end of the Over sidings on the Llanthony branch. The picture was taken looking Southeast soon after closure in the 1980s, (c) M.R. Phelan (CC BY-SA 2.0) [27]

Two extracts from the 4th Edition of the 25″ OS Map showing the sidings immediately to the South of the South Wales Main Line on the Llanthony Docks Branch on Alney Island. [3]The BR map of the ex-GWR Gloucester Docks Branch Sidings Yard amended to November 1969. This is an amended drawing from the Stephen Mourton Collection. [15]

The remains of Over sidings on the ex-GWR Gloucester Docks branch. 19th September 1989, (c) Roger Marks. [18]

BR Pannier 0-6-0T active in Over Sidings in 1959. Notice the shunter’s truck behind the loco. The view looks SE from near Over Bridge, towards Gloucester Docks on the Over Branch, ex-GWR. Gloucester Docks was served by this branch from Over and also by an ex-Midland branch to the south at High Orchard and from Tuffley. ‘Modern’ ‘1600’ class 0-6-0T No. 1616 (built 12/49, withdrawn 10/59) has a spark-arrestor because of all the timber traffic dealt with at the Docks, (c) Ben Brooksbank (CC BY-SA 2.0) [7]

This YouTube video follows the route of the line in the early 21st century: https://youtu.be/ZwQT5JQfBcM. [29]

Looking back Northwest along the route of the old railway from approximately the location of the junction with the Power Station sub-branch. [28]

From the sidings, the Branch continued South by Southeast towards a junction with a sub-branch which served Castle Meads Power Station.EAW021182 – Britain From Above. Castle Meads Power Station and environs, Gloucester, from the east, 1949. The Llanthony Docks Branch runs across the top of the image with the marshalling sidings just off the right side of the image. [8]This enlarged detail shows the Llanthony Branch heading towards the sub-branch which served the power station [8]An extract from the 25″ OS Map from the 1950s. The siding serving Castle Meads Power Station can be seen curving away from the docks branch at the bottom of the extract. [3] The Llanthony Branch – the disused former GWR branch from Over Junction to Llanthony Yard in Gloucester Docks. Seen here on 19th September 1989, it had closed a few years previously but the track had not yet been lifted, (c) Roger Marks. [14]Llanthony Branch – the former GWR Llanthony (Gloucester Docks) branch line shortly after closure when the track was still in-situ. 19th September 1989, (c) Roger Marks. [19]The junction where the spur that served Castle Meads power station diverged from the former GWR Gloucester Docks branch. 19th September 1989, (c) Roger Marks. [17]EAW021187 – Britian From Above. Castle Meads Power Station and environs, Gloucester, 1949. This superb panorama shows the full extent of the sub-branch or spur which served Castle Meads Power Sation and shows the Llanthony branch running into the docks sidings. [20]EAW021186 – Britain From Above. Castle Meads Power Station and environs, Gloucester, 1949. This photograph is taken looking North across the Power Station and again provdes a fullview of the sub-branch/spur. This time the Llanthony Sidings are fully visible. [25]

Wikipedia tells us that “Castle Meads Power Station was opened in December 1942. [22] It was built to replace the electricity supply from Gloucester Corporation’s works on Commercial Road. Castle Meads was one of two ‘war emergency’ stations intended to spread the risk due to war damage. [23] The other station was at Earley near Reading. … Coal was brought to the station by rail on the Great Western Railway’s Docks branch from Over, and by barge. [22][24] Once at the station, coal was transported toward the boilers by a fireless locomotive, one of only 162 ever built in Britain. It was built by Andrew Barclays of Kilmarnock in 1942, carrying the works number 2126. After the closure of the power station, the locomotive was preserved at the National Waterways Museum in Gloucester.” [21][24]

As we have noted, the power station was served by a fireless locomotive. There are a few photographs of this locomotive in its place of work in both monochrome and colour on flickr. Please follow these links: https://www.flickr.com/photos/curly42/35214968686; https://www.flickr.com/photos/31514768@N05/3388340802/in/faves-36406072@N02; https://flic.kr/p/SMkAUG; https://flic.kr/p/9mSp7s. [31]

After becoming redundant Andrew Barclay No. 2126 found its way into the collection of the National Waterways Museum at Gloucester Docks.Fireless 0-4-0 locomotive built by Barclay in 1942 (No.2126) for the Castle Meads Emergency Power Station, Gloucester in the livery of the CEGB. Withdrawn 1962. At the National Waterways Museum, Gloucester Docks in September 2009, (c) Hugh Llwelyn (Creative Commons Attribution Share-alike license 2.0). [33]Another view of fireless 0-4-0 locomotive built by Barclay in 1942 (No.2126) for the Castle Meads Emergency Power Station, Gloucester in the livery of the CEGB. Withdrawn 1962. At the National Waterways Museum, Gloucester Docks in September 2009, (c) Andrew Bone (Creative Commons Attribution Share-alike license 2.0). [34]

The sub-branch which served the power station extended beyond the coal loading facilities to a wharf on the bank of the River Severn. On the way it crossed a bridge which allowed flood drainage off the island. Tne YouTube video (https://youtu.be/ZwQT5JQfBcM. [29]) shows both the bridge below in its refurbished condition, and the wharf as it is in the early 21st century.The bridge on the short branch that served Castle Meads Power Station. The branch opened in 1943. It closed in 1970 and this section now forms a pathway linking a car park on the power station site to Gloucester Docks. 29th March 2009, (c) Roger Marks. [32] The bridge location is flagged on aerial image EAW021187 above.

The Docks branch continued Southeast from the junction with the spur to the power station and then crossed the river by means of a swing girder bridge.

The approximate route of the branch line as it approaches the docks sidings (Google Earth).

Looking back to the Northwest along the Branch line from the point marked ‘X’ on the satellite image immediately above. At this point the path for the nature reserve and the old railway route diverge, (c) John Winder (Creative Commons Attribution Share-alike license 2.0). [30] This point can been picked out in the YouTube Video (https://youtu.be/ZwQT5JQfBcM which then shows the area beyond the turn of the footpath going towards the bridge over the river. [29]).An extract from EPW024157 – Britain from Above. The River Severn Lock and the approaches to the Llanthony Bridge over the Eastern branch of the River Severn. [38] The sign in the colour photograph above is positioned just of the top left corner of this image.3D aerial image of the Lock in the 21st Century (Google Earth).An extract from EPW037837 – Britain From Above. This shows the embankment and approach spans to the Llanthony Swing Bridge which gave access across the River Severn  into Llanthony sidings. [37]Another extract from EPW037837 – Britain From Above. The Llanthony swing bridge over the branch of the River Severn and the footbridge which formed the gateway to the Llanthony Sidings. [37]A small extract from EAW012210 – Britain From Above. [36] This image shows the footbridge at Llanthony Road level-crossing and the first point at the throat of the sidings for the Docks in Gloucester.

Llanthony Swing Bridge from the North This bridge only ever carried single track. One thing not apparent in this view is that the track is still in place on the bridge, despite it being 25 years or so (at least) since the last train crossed, (c) John Winder (Creative Commons Attribution Share-alike license 2.0) [42]

Llanthony Swing Bridge is, in the 21st Century, in a poor state of repair. The YouTube video we have been referring to already (https://youtu.be/ZwQT5JQfBcM [29]), gives an overview of its condition. Roger Marks took the picture below in 2006.A track level view of Llanthony swing bridge, Gloucester. It carried the GWR Over Junction to Gloucester Docks branch over the eastern channel of the River Severn, (c) Roger Marks. 25th March 2006. [39]3D Image of Llanthony Swing Bridge in the early 21st century (Google Earth).2D satellite image of the swing bridge in the 21st century (Google Earth).Looking East under the Swing Bridge (c) John Winder (Creative Commons Attribution Share-alike license 2.0) [40]

The swing bridge again. This photograph shows the former footbridge
Shot from directly underneath, this shows the parlous state of the old footbridge. Hidden by the steel bridge pier to the left of centre is the remains of the swinging mechanism, last operated in 1922, (c) John Winder (Creative Commons Attribution Share-alike license 2.0) [41]

The original bridge was designed by Brunel. It had a span of 103ft which could be rotated to allow the passage of river traffic. Brunel’s design mirrored his design over the Western Channel of the River Severn which carried the GWR South Wales Mainline and which appears in a single image near the head of this article.

Hugh Conway-Jonest says that, “each girder was fabricated from iron plates riveted together, the upper flange being in the shape of a balloon and the lower flange triangular. The pivot was off-centre, so that two-thirds of the span’s length crossed the river passage and the shorter tail section carried more than enough additional weights to provide a counter balance, the excess being supported by two wheels running on a section of circular track. The main pivot was supported on a central group of six 14in square piles, and two side-wheels ran on a 6ft radius circular track supported by 14in and 12in piles.” [43: p19]

To facilitate the operation of the bridge, an hydraulic press was used to carry much of the weight of the swinging span, so reducing the load on the roller shells and permitting the bridge to turn easily. [43: p19]

Hugh Conway-Jones continues: “The importance of this design is that it is believed to be the first railway swing bridge to use hydraulic power. … By using an hydraulic press to lift the span, the load on the wheels was much reduced, making turning much easier.” [43: p20]

In 1890 and 1891 a 5 month closure of the bridge was required to replace the timber pier supporting the pivot of the bridge with cast iron cylindrical columns. By 1899 it was necessary to replace the swinging section of the bridge with a riveted steel span, Possibly due to a failure of the hydraulic system. It seems as though it was necessary to employ horses to turn the bridge span. Hugh Conway-Jones says: “Because of the length of time this could take, the foreman in charge of the railway yard frequently refused to open the bridge because it formed part of the railway shunting yard.” [43: p21]

The 1899 structure remains in place in the 21st century. Rails are still in place but the structure appears not to be in the best of conditions.

Immediately East of the swing bridge a footbridge was installed to allow pedestrians to pass when the level-crossing at Hempsted Lane had to be closed to permit shunting movements.Llanthony Road level crossing and its distinctive Tubewright footbridge. The crossing took the road across the former GWR branch from Over Junction to Llanthony Quay in Gloucester Docks. The line closed in the mid 1980s. This part of Llanthony Road has now become the A430 and instead of curving to the right it now carries straight on, crossing the river and joining the A417 at Over Causeway. (c) Roger Marks, 19th September 1989. [35]Looking North early in the 21st century, the footbridge is a distant memory. It sat approximately in front of the grey panelling. The old road curved round to the right at this point (Google Streetview).An extract from EPW037837 – Britain From Above. Llanthony Dock Sidings in 1932 view from the West. the footbridge frames the entrance to the Yard. [37]

As can be seen in the aerial image above, the single line which crossed the River Severn branched out into extensive sidings that terminated just short of the Western quay wall of the canal/docks. Branching away to the left of the above photograph is a branch which ran between the River Severn and the docks, eventually crossing the northern locks which provided access from the docks to the river and linking with the sidings on the East side of the docks. To the right of the picture, running behind the buildings which can be seen on the right of the image, another siding served the southern quayside of the docks and ran further down the canal.Llanthony Railway Yard as shown on the 1st Edition of the 25″ Ordnance Survey Maps. This extract shows the Yard at a relatively early stage in its development in broad-gauge days. Later editions show some changes. The lines running North were mixed gauge as the GWR and MR shared them. Crossing Lanthony Bridge to the right of the extract was a line crossing the bridge connecting the two sides of the dock basin.[44]Llanthony Railway Yard as shown on the 4th Edition of the 25″ Ordnance Survey Maps. This map extract better reflects what can be seen on the aerial photograph of the Yard above. Immediately to the North of Llanthony Priory the buildings to the right of the aerial image can be seen, these were sheet works used for the repair and conditioning of the tarpaulins used to cover open wagons. [43: p21] The large building at the centre-bottom of this extract (and the top-right of the following extract) is a transit shed which according to Conway-Jones, “provided space for temporary storage and customs inspection of goods being transferred from ships to railway wagons. It was particularly used for handling cargoes (principally sugar) imported by the regular steamers of the Bristol Steam Navigation Company.” [43: p21] In addition to these changes, a link curves from the North side of the Yard to the quayside where the sidings have been developed to improve access and to serve the transit shed. To the North of Llanthony Road the arrangements are much as they were on the 1st Edition Map. By this time all of the track shown on the map extract would have been standard-gauge. [44]By the time of this later map series, this extract for the OS Map shows that the railway company had extended their lines to the south of Llanthony Yard to serve premises around the new Monk Meadow Dock. [44]Looking South from Llanthony Railway Yard along the Canal Quay with the ex-GWR transit shed on the right, (c) Roger Marks. [45]A few steps further South looking South along the side of the Transit Shed again, (c) Roger Marks. [46]Looking North along the transit shed on the GWR’s Llanthony Quay in Gloucester Docks. 16th April 1991. The site is now part of the campus of Gloucestershire College of Art and Technology, (c) Roger Marks. [47]An extract from EAW012211 – Britain From Above. This image provides a view of the GWR transit shed in 1947 across the Llanthony Secunda Priory site. [48]

Looking South along Llanthony Quay in 2020 (Google Earth) The large building(s) on the site of Llanthony Railway Yard make up the campus of Gloucestershire College of Art and Technology. Llanthony Road is at the bottom of the image and the new St. Ann Way at the top. Llanthony Quay extends beyone the top of the image by some hundreds of yards to Monk Meadow Dock.

Llanthony Quay extended south along the canal to Monk Meadow Dock which was opened in 1892 to provide additional quay-space for the timber trade, and it was later used for receiving petroleum products. To the south of the dock, Monk Meadow Quay was built beside the canal in 1965 for the discharge of timber from motor coasters. [49]

Monk Meadow Dock is shown on the aerial images below The first is taken looking West across the Gloucester and Berkeley Canal in 1928.

The second looks North across Monks Meadow Dock right along the Llanthony Quay to the Llanthony Railway Yard. It was taken in 1932 and is an excellent study of the use of these sidings and the Yard.

The transit shed at Monk Meadow can be seen on the first image looking bright and new to the right-hand side of the Dock. It is centre-left on the North side of the Dock in the second image.An extract from EPW024167 – Britain From Above. This image shows Monk Meadow Dock in 1928. [50]An extract from EPW037836 – Britain From Above. Looking North towards the Main Basin of the Docks with Monk Meadow Dock visible in the foreground and Llanthony Railway Yard towards the top of the extract. [51]A view looking East through the canopy of the transit shed at the West end of the North side of Monk Meadow Dock in 1992. The dock is now a marina, (c) Roger Marks. [54]A view of the transit shed on the south side of Monk Meadow Dock. It was taken in the 1950s and is included here by kind permission of Paul Barnett of the Friends of Purton. Paul is the author of  ‘Fore and Aft… Lost Ships of the Severn Sea.’ [52][53] The presence of the oil storage tanks on the horizon point towards this being the shed on the south side of the Dock.

As well as the quayside rails, a branch from Llanthony Yard ran south behind the transit shed on Llanthony Quay and then crossed Abbey Road to serve an number of oil storage depots and provide good access to Monk Meadow Docks sidings as shown on the map extract below. The sinuous curve of these lines is well illustrated on the map extract and on the Aerial image next below.

An extract from EAW012196 – Britain from Above. The extract shows the route of the branch running on the West side of the Industrial Area and serving Monk Meadow Dock. The photograph was taken in 1947. [55]

An extract from the 4th Edition 25″ OS Map. [44]

This next map extract shows the area around the timber holding pond which was created to prevent imported timber drying out before onward shipment. Railway lines ran both quayside to the East of the pond and on the West. On the extract below we have our first look at the New Docks

An extract from the 4th Edition 25″ OS Map. [44]

The length of the canal south of Gloucestershire College of Art and Technology is shown as it is in the early 21st century on these satellite images from Google Maps.

 

Branch on this side of the canal. Installed by the LMS to gain access to the sidings on the West of the Canal. We followed the route of this line on the East side of the Canal to the point where it crossed to the Hempsted side of the Canal.

The quayside lines and the New Docks Branch continue South along the West side of the Canal for only a short distance with the New Docks Branch (or the Hempsted Branch turning to cross the Canal as shown on this next map extract.

The New docks branch and the bridge over the canal are long-gone. The area has been extensively developed as housing. The first satellite image extends from the College in the North, across St. Ann Way, past Monk Meadow Dock which is now a marina and further along the canal-side. Domestic dwellings on The West side of the canal sit within a stone’s throw of significant industrial premises to the East.

The new road has been built along the line of the ancient New Docks Branch. The approximate alignment of the old railway is shown on the second of the two images at the point where it curved towards the canal , crossing it on a swing bridge which was removed in the middle of the 20th century.

This brings us to the end of our study of the railways associated with Gloucester Docks. There is more to consider further to the South at Sharpness Docks but those docks and their railways need to be left for another occasion. We have literally only looked at a very short length of the Canal. There is so much more to explore along its length and in the areas either side of its route.

A useful point to start an exploration on line is on the website owned by Hugh Conway-Jones who is an acknowledged expert on the history of the docks and the canal. The link to that website is:

https://www.gloucesterdocks.me.uk

 

 

 

References

  1. Neil Parkhouse; British Railway History in Colour Volume 1: West Gloucester & Wye Valley Lines; Lightmoor Press Ltd, Lydney, Gloucestershire. cf. http://lightmoor.co.uk/books/supplement-to-west-gloucester-wye-valley-lines/L8399, accessed on 1st June 2020.
  2. New Bridge at Over Junction, Western Region; in The Railway Gazette 4th May 1951, p565, found at https://sites.google.com/site/gloucestershirerailwaymemories/home/a-new-way-and-works/new-bridge-at-over-junction which also carries additional information and a parallel article which was first published in the BR ‘Western Region News.’ The latter article covers the construction of the newer bridge. Gloucester Railway Memories us a site complied by the author Stephen Mourton. He comments: “This website is completely non-commercial and compiled purely as a hobby, I hope that readers will find it of interest. All articles are copyright of the author and may not be reproduced without permission. … I don’t mind others using my copyright pictures on another website provided that it is non-commercial use.”
  3. https://maps.bristol.gov.uk/kyp/?edition=glos, accessed on 16th May 2020.
  4. https://commons.wikimedia.org/wiki/File:Over_Junction_geograph-2472000-by-Ben-Brooksbank.jpg, accessed on 31st May 2020.
  5. https://www.geograph.org.uk/photo/4425245, accessed on 31st May 2020.
  6. https://www.geograph.org.uk/photo/1937314, accessed on 31st May 2020.
  7. https://en.m.wikipedia.org/wiki/File:Gloucester_Over_Sidings_geograph-2565694-by-Ben-Brooksbank.jpg
  8. https://www.britainfromabove.org.uk/en/image/EAW021182, accessed on 3rd June 2020.
  9. https://maps.bristol.gov.uk/kyp/?edition=glos, (2019 Q2 Base Map) accessed on 19th May 2020.
  10. Ben Ashworth; The Last Days of Steam in Gloucestershire; Amberley Publishing, 2009.
  11. Ben Ashworth; The Last Days of Steam in Gloucestershire A Second Selection; Amberley Publishing, 2013.
  12. Colin Maggs; The Branch Lines of Gloucestershire; Amberley Publishing, 2013.
  13. Gloucestershire Archives, Clarence Row, Alvin Street, Gloucester. GL1 3DW, at the time of writing the Archives are closed to public access because of COVID-19.
  14. https://www.flickr.com/photos/rpmarks/13590136744/in/photolist-mGV1bu-NC6UdN-MQQ5zS-d3pAom-8N16He-yXX5GH-8N15nT-uvZ7Ab-bxVUAw-bEgRG3-DHkZe4-aFEGBZ-7aWPNr-aSXm9V-5w34Ly-GMjhfx-ak1hdU-ci3PRu-7oV8n1-FzqJaC-bngnnW-bFq8nK-dJ96Ce-d4oyN7-adXzGa-ccFh9q-bLkmZa-dJcxXz-ubMRWb-a39pHr-dV3LgF-dexgKR-6Do9JN-aFEFya-b5yBDt-8Wgyhg-d4oAN3-dq57QC-f47T7B-8Xbor1-gZMCPq-bAPHXb-baXECF-dJaAsP-5npTsX-dNzsnN-ccFfTU-ARJFtW-bJpUW2-dBj9vC, accessed on 5th June 2020.
  15. https://sites.google.com/site/gloucestershirerailwaymemories/home/a-new-way-and-works/gloucester-dock-branch-sidings-and-llantony, accessed on 4th June 2020. Gloucestershire Railway Memories is a site published by Stephen Mourton. He comments: “All articles are copyright of the author and may not be reproduced without permission. Photos credited to Robin Stanton, Stephen Mourton and Stephen Mourton collection are also copyright of the author. I don’t mind others using my copyright pictures on another website provided that: It is non-commercial use … [and] you credit the source of the picture as [the] Stephen Mourton collection.”
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  56. Email correspondence from Roger Smith on 11th June 2020.

Gloucester Docks and Railways – Part 2 – The High Orchard Branch and Railways to the East Side of the Docks

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The featured image above is a 1951 Plan of Gloucester Docks which was produced by the Docks and Inland Waterways Executive South Western Division in 1951 which was found on the Llanthony Secunda Website. [14]

Railways on the East Side of the Docks

The railways on the East side of the docks replaced the older tramroad/plateway which served the dockside. They were sidings from the Midland Railway in Gloucester, whereas the railways to the west of the docks were sidings from the Great Western Railway.

It had initially been intended to follow the alignment of the Gloucester and Cheltenham Tramroad into the docks from the East. This was always going to be impracticable as the tramroad operated with tight curves through the streets of Gloucester. In the end, these Eastern sidings had to be served from elsewhere. Within the main docks area they took over the role of the tramroad in two separate phases. The first phase came about as a result of the tramroad route along the east side of the Main Basin between it and what became the Victoria dock, was cut as part of the construction of the Victoria Dock and was not re-instated.

In this phase, the Midland railway sidings took over the whole of the area North of the Barge Arm. A new Midland Railway Branch was built to make this possible – The High Orchard Branch.

In a second phase the Midland Railway took an effective monopoly over the area immediately  to the South of the Barge Arm. It was at this time (1861) that the tramroad closed completely. These additional sidings were also served from the High Orchard Branch.

Steam was used on the main sidings of the new system but horse were still gainfully employed on some of the wharves, warehouse sidings and quays of the docks, specifically where these were accessed by wagon turntable rather than points.

The High Orchard Branch

I first came across the branch when reading one of the volumes of ‘British Railway History in Colour’ published by Lightmoor Press and compiled by Neil Parkhouse. [1]

In this volume of what is a magnificent series of books there is a section dedicated to the High Orchard Branch and the Sidings on the East side of the Docks. [1: p51-80]

Parkhouse notes that the Midland Railway opened its High Orchard Branch in 1848 which was 6 years before the Great Western Railway opened its Llanthony Branch. [1: p52] He notes that as the 19th century progressed the network, in and around the Docks, developed significantly. Many of the sidings were owned by the Docks Company and leased jointly to the two railway companies to operate. This did not work effectively and from 1880 it was agreed that the Midland (MR) would operate on the East side of the Canal and Docks and that the Great Western (GWR) would operate on the west side of the site. [1: p52]. This arrangement held, with the exception of some disputes over a new branch built by the Midland as the end of the 19th century approached.

The 1843 map of Gloucester does not show the Midland Railway line which curved through the eastern area of the City of Gloucester. It clearly shows the route of the old tramroad and Gloucester Railway Station which sat on the East side of the old city on roughly the same latitude as the cathedral. The MR took over the Bristol and Gloucester Railway and the Birmingham and Gloucester Railway in 1845 and the original station became the MR Station in the City. This is shown on the  extract from the map drawn 1843 below.

The Midland Railway Station in Gloucester – the image is an extract from Causton’s 1843 Map of Gloucester. [2]

The Midland Railway Station in Gloucester – the image is another extract from Causton’s 1843 Map of Gloucester and shows the planned railways close to the station. [2]

In 1848 the High Orchard Branch was completed it ran from the mainline access to the MR railway station down across Barton Street and then curved to the west through the bottom corner of the Park. Its route is shown in red below.

In 1851 the GWR built its South Wales line across the North of the city and built its own station to the North of the MR station. The approximate line of the GWR South Wales Route near the MR Station is shown on the plan above. The two stations shared the same throat although they were still operating on different track gauges.

In 1854 the MR built its Tuffley Loop because the rapid expansion of the rail network had left their station difficult to work. The Loop followed the first part of the original High Orchard Branch and then headed away t the Southeast to meet the MR mainline which ran to the East of Gloucester. Parkhouse notes that the issues surrounding the MR station were only partially resolved by the construction of the Tuffley Loop. It did however allow the MR to “dispence with the operation of broad gauge trains. The line was effectively and extension of the High Orchard Branch to the docks, with the twin tracks of the loop curving away from the docks branch between Barton Street and what was to be the site of California Crossing.” [1: p82]

The 1852 Map drawn for the Local Board of Health can be found in an interactive form on the ‘Know Your Place’ Website [3] This Map predated the construction of the Tuffley Loop. It shows the original form of the High Orchard Branch and its route through into the docks There is a short section of the route which falls outside the mapping area. The name ‘High Orchard’ acknowledges the early use of the land as an Orchard for Llanthony Priory.

In the 1852 map the developments in the station area are visible – the GWR line is shown as was, at the time, only recently open to traffic. The station ‘yard’ and sidings of the MR station are by this time more complex.[3]

The Branch crossed Barton Street close to the old Tramroad and curved to the West around the bottom of Gloucester’s Park. On the curve, it  became double-track for a short distance which, I guess, gave trains room to pass and may also have been used as storage space when trains arrived before they could be taken down into the docks. This can be seen on the third of the map extracts on the bottom side of the Park. [3]

As it left the Park area, the Branch once again became single track. This can be seen at the left-hand side of the third extract from the 1852 map. It was then just a matter of a few 10s of yards before the dock complex was reached and the fourth map extract shows this area. [3]

The fourth map extract shows three main areas to the South of the Barge Arm which can be seen centre-top of the map extract.

First, there are sidings around the High Orchard Dock at the bottom left of the extract. (1)

Second there is a single long siding giving limited access to the rail network for canal frontages between High Orchard Dock and the more northerly Barge Arm. (2)

Third, a series of sidings (3)accessed from the main branch which curved round to the north to serve properties North of the Barge Arm.

The fifth extract from the 1852 Map (adjacent) highlights the sidings which served the Northern part of the docks at this early stage. It is worth noting that the Tramroad sidings on the North side of the Barge Arm have now been removed and replaced by standard-gauge lines. On the map, the Gaol can be picked out centre-top (4) next to the River Severn (5). The two main basin are central to the extract – The Basin (or Main Basin) (6) and Victoria Dock (7). These two docks are linked by a short canal which severed the tramroad access and which has not by the time of the map been bridged by the MR sidings. [3]

The next series of maps of Gloucester which we have access to are those prepared between 1880 and 1925. Three series of 25″ OS Maps appeared in relative quick succession – Series 1 (1886), Series 2 (1901) and Series 3 (1923).

Firstly, Series One.  In the first extract below we see what was the northern end of the High Orchard Branch in the East of the City. By the time this map was drafted, the railway network had expanded considerably. The pattern of railway lines close to Gloucester Station had begun to look much like it would be in later years. The two Gloucester Stations (A & B) were at this time still adjacent to each other. The Midland Loco Shed is in a position (C) which would soon eb seen to be preventing expansion. The lines of the Tuffley Loop follow what was the older High Orchard Branch across Barton Street (D).

Very little else on the High Orchard Branch differs from what can be seen on the Series 2 Map extracts below. However, one area which was still under used at this time, was that South of the early buildings of the Wagon Works shown on the adjacent extract. Railway sidings hugged the canal bank to provide access to timber yards further south along the canal. These appear in the bottom left of the map extract.

The area alongside the Canal at that location was known as Canada Wharf.

Secondly, Series Two, The first extract below shows that the Midland Station had been moved to the Southeast when this map was drafted. This meant that it was possible for the New Midland Station (Eastgate) to be a through station, making the handling of trains significantly easier. The Loco Shed  to the east side of the map is the GWR Shed at Horton Road. A footbridge now links the two stations. The MR Loco Shed was just off the east side of the map extract.EPW041489 – Britain From Above – Great Western Road, the railway stations and city centre Gloucester, from the east, 1933. [4]EPW024156 – Britain From Above. Central Station, Eastgate Station and railway sidings, Gloucester, 1928. [5]

Heading to the Southwest across the Barton Street level crossing the map shows the Tuffley Loop leaving Eastgate Station (the MR Station).

The second extract shows the High Orchard Branch leaving the Tuffley Loop at a very shallow angle and crossing Parkend Road, again on a very shallow angle and curving round to the West.

EPW024171 – Britain From Above. The area between Park Road and the railway station, Gloucester, 1928. This shows the route of the Tuffley Loop down the East side of Gloucester and the point at which the High Orchard Branch left that route. [6]An extract from EPW050780 – Britain From Above. The photograph was taken in 1936 and the extract shows the junction between the High Orchard Branch and the Tuffley Loop. California Crossing can be seen in the bottom-centre of the image. [50]

An extract from EAW012211 – Britain From Above. Gloucester Docks and the surrounding industrial area, Gloucester, 1947. This shows the High Orchard Branch and its sidings on the far side of the Canal. The photograph is taken from the West. [7]

The third extract, which appears above at a slightly smaller scale, shows the Branch crossing Lower Southgate Street and providing access to enhanced siding approaching the canal. Space has been created for these sidings by infilling the High Orchard Dock which was visible on the 1852 Map. Gloucester Carriage and Wagon Works had grown significantly since they first opened in the 1860s and had a complex of lines serving its site.

As shown by the fourth map extract, the two lines running north from the sidings had changed little until they reached Lanthony Road. An East-West line crossed Lanthony Bridge linking the West and East Sidings. and which met the ongoing Midland lines at a trailing crossing. This map also shows that new sidings had been developed on the South side of the Barge Arm to serve premises which in 1852 were still being served by the Gloucester and Cheltenham Tramroad.

The fifth extract shows the most northerly end of the docks complex. Things to note here include: the line crossing the bridge across the canal between the Main Basin and Victoria Dock; the two link bridges across the locks leading to the River Severn, North of the Main Basin which allowed access to the West side of the Main Basin; the fact that no attempt has been made to serve the quays on the river to the North of these Locks.

An extract from EAW012204 – Britain From Above. Gloucester Docks and the surrounding warehouses, Gloucester, 1947. [8]

Finally, above, on the Series 2 mapping, we have zoomed out to get an idea of the railway system South of the Railway Carriage and Wagon Works alongside the Gloucester and Berkeley Canal, which were referred to in the notes about the Series 1 mapping. The Carriage and Wagon Works had expanded and new timber yards were now served by the railway.

An extract from EPW016965 – Britain From Above. This shows the Baltic Wharf and timber yards on the Gloucester and Sharpness Canal, Gloucester in 1926. Very soon after the Series 3 OS Maps were produced. The map extract below covers this area. [9]

The most significant overall difference between the Series 2 maps and the Series 3 OS Maps is the mapping style. However, there is one area of the map which has changed – the area shown below, This is the area south of the Carriage and Wagon Works. Madleiz  Road, just to the South of the main site of the Wagon Works, has been shortened significantly to allow the Wagon Works to expand southwards. The track-work has been expanded in this area to serve new works building(s).By the 1950s, the Carriage and Wagon Works was redeveloped and modernised. External track-work seems to be only marginally changed from the 1920s.1950s 25″ OS Map of the Carriage and Wagon Works. [10]

An extract from EAW032295 – Britain From Above. The Gloucester Railway Carriage and Wagon Company Works and environs, Gloucester, 1950. The main sigins of the High Orchard Branch seem tightly hemmed in between the industrial buildings. [11]An extract from EAW032296 – Britain From Above. The High Orchard Branch sidings are shown to good advantage, 1950. [12]

A final set of maps [13] show the area to the east of the Docks as it is in the early 21st century after significant redevelopment has occurred.

The modern Trier Way (A430) follows the line of the old High Orchard Branch as far as Southgate Street. This is mapped on the adjacent image and on the one below. [13] The next map extract shows the approximate relation of old lines to the modern High Orchard Area, Shopping Centre and St. Ann Way (A430).

The final map in this sequence shows the Northern end of the docks. These maps do not always appear at the same scale in this blog. They are schematic illustrations rather than accurate plans. The lines shown for the dock railways and sidings are only approximate. Detail can be gleaned from the earlier maps above. However, these plans illustrate that modern development has generally respected the alignment of the old dock buildings. This clearly has not bee possible in the case of the new shopping development at High Orchard.

The High Orchard Branch

We have already noted that this Branch left the Tuffley Loop just to the south of the Barton Street Level Crossing. Up to now, we have primarily concentrated on mapping and aerial images to give an idea of the Branch and its sidings. We now look at the route of the Branch and its sidings from ‘street’ or ‘rail level’ wherever that detail is available to us.

This view was taken in 1975 looking North towards Barton Street Crossing. The High Orchard Branch has not yet been lifted and is the railway track to the left of the mainline, leaving the mainline to the left of the  DMU, (c) David Stowell / Towards Barton Street / CC BY-SA 2.0 [16]California Crossing looking North towards the Barton Street Crossing. The Park can be seen to the left of the image. The High Orchard Branch has left the Tuffley Loop and runs across Parkend Road at a very shallow angle behind the crossing gate in this picture, (c) David Stowell / California Crossing / CC BY-SA 2.0. [17]

The picture above is taken, as shown by the red arrow, on the adjacent map extract.The next picture shows the California Crossing at an earlier date and is taken from within the park. The tracks of the High Orchard Branch cannot easily be picked out on this picture, but they run under where the Ford Anglia is waiting to turn across the Level Crossing. [18]

There are some excellent pictures of the eastern end of the High Orchard Branch in Neil Parkhouse’s book [1: p53-58], in Ben Ashworth’s pictorial essay on the railways of Gloucestershire in the steam era [21: p6-8], and in Colin Maggs’ book, ‘The Branch Lines of Gloucestershire’ [22: p66] but not many that I can find across the web. There are also photographs available in the Gloucestershire Archives. [23]

Colin Maggs’ book includes a picture of the gated entrance to the High Orchard Branch which was taken on 9th March 1968 by Derrick Payne. Ben Ashworth’s book includes a series of great photographs of steam at work in the docks area and a couple of excellent shots of the eastern end of the branch: one of ex S&DJR 2-8-0 53806 crossing Parkend Road heading away from the docks on 12th May 1961; and one, taken on 4th June 1962, showing MR class 0F 41535 hauling a timber load away from the docks and passing under the footbridge which gave access to the South side of the park from Weston Road.

Early 21st century view looking South across the location of California Crossing (Google Streetview).

There are a few photographs of the area around California crossing in Ben Ashworth’s first book, “The Last Days of Steam in Gloucestershire.” [51: p59-60] These include: a shot of Locomotive No. 41537 crossing Parkend Road on its way onto the branch, travelling cab first;  S&DJR travelling tender first onto the branch; and Wigmore Castle  on the Tuffley Loop heading south across California Crossing.

As we have already seen, the branch curved to the West on the South side of Gloucester Park. Neil Parkhouse’s book should to be consulted if you wish to see images along the length of the line as it runs towards Southgate Street. [1: p53-58] Ben Ashworth’s book also includes a picture of 41535 on 17th December 1962, shunting the yard at High Orchard which took it East along the branch before setting back across the Crossing at Southgate Street.

Southgate Street Level Crossing on the High Orchard Branch (c) A Rigby. [19]

The adjacent picture shows the level crossing at Southgate Street and is taken looking West into the docks complex. The factory buildings on the right are part of the former Fielding & Platt engineering works. [19]

The ‘Fielding and Platt History’ website [20] has a number of pictures which show the High Orchard Yard.

The same Junction in 2002 after the building of St. Ann Way, but before the demolition of Fielding and Platt’s site to make way for the High Orchard Shopping Centre (https://www.gloucestershirelive.co.uk). [24]To the West of Southgate Street the line divided to form High Orchard Yard. Most of that Yard is now under the buildings of the High Orchard Shopping Centre (Google Streetview).

The High Orchard Yard ran along the South side of the Fielding and Platt site and on the North side of Gloucester Railway Carriage and Wagon Works site. As noted above, in searching the internet, I have discovered some pictures of the Yard on the The ‘Fielding and Platt History’ website [20] I have very kindly been given permission by them to share these pictures here. A night-time shot of the level crossing on Southgate Street/Bristol Road. The crossing provided access from the Branch into High Orchard Yard (c) Henry Jenner. [20]High Orchard Yard with the tracks in the process of being lifted. (c) Paul Regester. [20]High Orchard Yard again, this time prior to dismantling of the track-work but further into the site. (c) Paul Regester. The image shows the rear of No. 1 Hydraulic shop, the Boiler Yard and the Former Iron Foundry. The tracks curving away ahead of the photographer are the lines which provide access the the main dock basins. [20]This picture is taken from the South looking towards No. 1 Hydraulic Shop (c) Ralph Tucker. [20]

Paul Regester notes this picture as showing the unloading of an F&P Press for modification in the plant (c) Paul Regester. [20]

The last three pictures show the unloading of wagons supplying Fielding and Platt in High Orchard Yard. The first looks from the South across the Yard towards Fielding and Platt’s factory. The remaining two pictures seem to have been taken of the same operation but from different angles. The first from the East, the second from the West.

High Orchard Yard – Crane at work, probably taken looking West towards the Canal (c) Paul Regester. [20]This final shot in the sequence appears to have been taken from the West looking back towards the Level Crossing and shows No. 1 Hydraulic shop behind the locomotive and crane, (c) Paul Regester. [20]

Turning North from High Orchard Yard there were three different lines. One was little more than a quay-side siding which ran up the East side of the canal and served a number of the properties very close to the Yard. Another ran up Merchants’ Road towards Lanthony Road but stopped short of making a junction with the tracks in Lanthony Road. The remaining  line was the most significant of the three. It appears in one of the pictures credited to Paul Regester above and appears in a couple of excellent images in Ben Ashworth’s book. One image shows No. 41537 on a short covered freight running between the high walls of Fielding and Platt’s site. The other image shows the same engine leaving the narrow channel between those high walls, crossing Baker Street and entering High Orchard Yard. [21: p14]

High Orchard Street looking North towards Gloucester Cathedral, showing the original Fielding and Platt buildings, (https://www.gloucestershirelive.co.uk). The railway to the main basin and the Victoria Dock runs to the right of the building in the centre of this image. Llanthony Road is just out of sight between the buildings two-thirds of the way up the image. [24]Looking North along High Orchard Street in July 2018 (Google Streetview).Turning to the left from the image above we get a glimpse of the Canal at Bakers Quay. Merchants’  Road runs into the shot from the bottom-left (https://www.gloucestershirelive.co.uk). [24]Street level view north along Merchants’ Road in 2019 (Google Streetview).

Llanthony Road looking West towards Llanthony Bridge in 2002. There was a line running East-West across Llanthony Bridge which connected the Docks sidings either side of the Canal, (https://www.gloucestershirelive.co.uk). [24]Llanthony Raod looking West in 2019 from roughly the same position as the image above (google Streetview). There has been major redevelopment of this area.

Llanthony Road Bridge – April 2011 (Google Streetview)

Llanthony Road Bridge lifting to allow access along the canal © Copyright David Martin and licensed for reuse under a Creative Commons Licence – CC BY-SA 2.0. [25]

Looking North using a long telephoto lens along what was the line of the Old Docks Railway. The older building which is coloured white, and which is only just visible below the tower of the Cathedral and above the parked cars, is Albion Cottages which can be seen on the images below. The photograph was taken from Llanthony Road. (Google Streetview). There is a photograph in Ben Ashworth’s collection from a similar position but taken in April 1962 which shows No. 41537 advancin towards the crossing at Llanthony Road and the line diverginf to run along Llanthony Road to the swing bridge. [21: p13] The old docks railway alignment (Google Streetview).

The same location adjacent to Albion Cottage (c) Roger Marks. He comments: The track-bed of one of the former Midland Railway lines at Gloucester Docks, looking towards Llanthony Road from the Southgate Street docks entrance in 1991 and 2015. The building on the right is known as Albion Cottages. If you look carefully at the wall on the left on the left hand picture, you can make out two gate pillars. This was the entrance where the Gloucester & Cheltenham Tramroad once entered the docks. The gateway was bricked up for many years but has recently been restored. [26]

The Docks Sidings and Quays on the East Side of the Canal and Main Basin

Tank Engine LMS 41537 (0-4-0T) close to the entrance to the docks off Southgate Street. Albion Cottages can be seen behind the locomotive. [15] The following monochrome image is taken looking East along the front of Albion Cottages. [27]

A pair of replica Gloucester & Cheltenham Tramroad wagons on display at Gloucester Docks on a section of original track. They stand on the original route of the Tramway, which entered the Docks through the gateway in the background. 21st May 2015 (c) Roger Marks. [27]

No. 41537 again. This picture is taken from almost the same position as the preious one featuring this locomotive, only the photographer is now facing West rather than facing South on 13th April 1959 (c) Ben Brooksbank
(Creative Commons Attribution Share-alike license 2.0) [35]

Wikipedia provides some details of this small class of locomotives – Midland Railway 1528 Class.  [34] Ten were built in two batches; all at the Midland Railway’s Derby Works: the first five, Nos 1528–1533, in 1907 on Derby order number 3031, and the second five, 1534–1537, in 1921–1922, with only minor detail differences between the batches. When they were given BR numbers a ‘4’ was placed in front of the original locomotive numbers – so ‘1537’ became ‘41537’. No. 41537 was withdrawn from service in 1963. As the picture above shows, these locomotives were unusual in not having a coal bunker and so carried spare coal on top of the side-tanks. The last locomotives of the Class were withdrawn in 1966 (41528, 41533).

Ben Ashworth’s first photographic collection includes a shot of 41537 travelling North away from the Southgate Street entrance to the docks in 1962. It was waiting for some road vehicles to be moved out of its way before propelling its train of four covered wagons towards the Commercial Road entrance to the docks. [51: p59] The colour image below mimics the same movement but a little further to the North.This photograph of No. 41537 is taken from the East side of Victoria Dock looking North. The building at the North end of the dock are still recognizable in the 21st century. Permission to use this image was kindly given by the Tewkesbury Direct website. [36]A view from a similar location in the 21st century (Google Streetview).A five-plank open goods wagon displayed outside the National Waterways Museum, Gloucester. 29th March 2009 (c) Roger Marks. Immediately behind the wagon, just beyond the roofed area to the left, is the Barge Arm. The short length of track on which the wagon sits is on the line of one of the old docks railways which surrounded the Barge Arm. Turning 90 degrees to the left would bring the main building of the Museum into the picture.[28]Close to the same location in 2012 (Google Streetview).

Severn & Canal Carrying Company motor narrowboat “Oak” in the Barge Arm, Gloucester Docks. 21st May 2015 (c) Roger Marks. Biddle & Shipton’s Warehouse is on the North side of the Barge Arm, in the centre of this image. At one time, railway sidings ran down each side of the Barge Arm. [33]The Biddle & Shipton Warehouses in 1989 (c) Roger Marks. These warehouses are that the Western end of the Barge Arm. A railway siding ran around the dock wall at this location. [31]Biddle & Shipton Warehouses (c) Roger Marks.He writes: “The Biddle & Shipton warehouses, Gloucester Docks. 21st May 2015. Now rebuilt as residential apartments.” In this image, the Barge Arm is to the right. To the left, the Canal opens out into the Main Dock Basin and warehouse continue down its eastern edge. [30]Warehouses on Gloucester Docks, 21st May 2015 (c) Roger Marks. These warehouses are alongside the Main Dock Basin to the North of the Biddle & Shipton Warehouses. The dockside railway ran in front of these buildings before turning sharply by means of a wagon turntable to the right just beyond the far wall of the warehouses. Access to these sidings required the use of horese-power. [32]The City Flour Mills (c) Roger Marks. He writes: “The former City Flour Mills, Gloucester Docks, 21st May 2015. Anyone with an ounce of railway knowledge will immediately see that the railway track foreground is what is technically known as ‘utter bollocks’. Although it links two sections of authentic old docks railway, the physically impossible set of points is a figment of the mind of the developer who rebuilt this section of the docks in the late 1980s.” The Priday Flour Mills (these buildings) formed the northern backdrop to the Main Basin and the Victoria Dock. Behind the photographer is the old steam crane which has been placed on the North end of the docks and which was the first image in Part 1 of these notes about the Docks Railways. [29]Turning round to look to the West from the same position as the immediately preceding photograph, we look along the North end of the Docks Main Basin in the 21st century (Google Streetview)..

There is an excellent view of the East side of Victoria Dock on 5th July 1965 in Ben Ashworth’s photo collection. [21: p12]. The photograph shows the three lines on the East side of the Dock.

We have reached the northern end of the Docks complex. In order to finish our survey of the railways on the East Side of the Docks and Canal, we need to go back to the High Orchard Yard and turn to the South. A single line ran down the East bank of the Gloucester and Berkeley Canal and served a number of industrial concerns. The first, was the Gloucester Railway Carriage and Wagon Works and then there were a series of timber yards and Saw Mills along Baker’s Quay and Canada Wharf as far as the other Midland Railway Branch which for a time served the Docks. This branch was known as the Hempsted or New Docks Branch.

Baker’s Quay, Baltic Wharf and Canada Wharf

There was a single-track line serving the various industries which fronted onto Baker’s Quay. The Quay ran southwards from the High Orchard Yard down to the point where the Hempsted Branch was to cross the Canal just before the turn of the 20th century, The next three map extracts show the full length of Baker’s Quay, Baltic Wharf and Canada Wharf in the late 1940s and early 1950s. [3]

Gloucester Railway Carriage and Wagon Works were a significant employer in Gloucester> Their engineering products travelled all over the world. The business was formed in 1860 and lasted until 1986 when it was acquired by Powell Duffryn Rail, all operations ceased in 1993/1994. [39] The factory site was accessed by rail directly from High Orchard Yard and from Baker’s Quay.

The Timber Yards were used by a number of different traders during their lifetime. Once such was Nicks & Co. [40]

Nicks & Co. are still trading in 2020 from their site on Canada Wharf. The adjacent image shows their first offices, the picture was taken in 1863. [41] Hugh Conway-Jones has written a short history of this company which appeared in the GSIA Journal in 2007. [40]

Typical view of the timber yards alongside the Canal. The view is taken looking North from Baltic Wharf towards the Docks. This is not a view of Nicks Timber Yard but shows the length of canal about 500 yards North. The access railway siding can easily be seen in the picture running from the bottom-left towards the top-right. Typical timer wagons stand on the siding  [42]

This smaller image comes from the 1880s and is included in an article by Hugh Conway-Jones published in the GSIA Journal, (c) Nicks& Co. Archive [40]. It shows Nicks & Co.’s frontage onto the Canal at Canada Wharf.

Nicks & Co.’s yard was rail served, initially along the canal-side, as can be seen by the first image below. The image shows the unloading of timber at the canal-side from one of the 1940 shipments. [43]

There were also internal sidings and the next picture shows. The main feature of the image is the construction of a new chimney in 1916. The internal sidings of the yard a visible towards the bottom of the image. [44]

Griggs’ Timber yard was at the South end of the wharves close to the Bristol Road. It started operating in 1875 and is still in operation in 2020. [48]

Saw Mills were an integral part of the industrial development of Baltic Wharf and Canada Wharf. Two large concerns are marked on the OS Maps at the Southern end of the site.

Rail access to all of these concerns was along the canal-side from High Orchard Yard, no connection seems to have been made to the Hempsted Branch when it was installed. All of the OS Map Series show a dis-connect (as in the adjacent extract) between the Canal-side lines and the Hempsted Branch,

The Hempsted Branch

The Hempsted Branch was a Midland Railway incursion into GWR territory. The two companies has reached a competitive truce which saw the Midland managing traffic on the East side of the Docks and the GWR operating on the West side of the Docks. Visit-Gloucestershire reports that the Hempsted Branch opened on 5th September 1898. [15] Colin Maggs says that, “The variously named New Docks, Tuffley, or Hempsted branch ran from Tuffley Junction (where the hitherto parallel MR and GWR divided to make their separate ways to Gloucester) to Hempsted Wharf. The branch opened to goods on 24 May 1900; a sub-branch, opened in 1913, served the gasworks. Another line crossed Monk Meadow where, until 1938, it linked with the GWR’s docks line. At Monk Meadow a dock and large pond for floating timber had been constructed west of the canal in 1891 and 1896 respectively. In 1969, the branch closed west of the gasworks siding and was shut completely two years later.” [22] Wikipedia supports the date Maggs has indicated for the opening of the line. [37]The Railway Clearing House Map of 1910 shows the Hempstead Branch on the bottom-left (Wikiwand) [38]25″ OS Map – the Hempsted Branch leaves the main line. [3] Its primary purpose was to proved the Midland Railway with access to the West side of the Gloucester and Berkeley Canal. The next few 25″ maps show its route up to the Canal Bridge.The ‘Know Your Place’ 2019 digitized maps [3] show the modern Podsmead Road at the hear of residential development. The old accommodation bridge which carried the Hempsted Branch over the road shown in the top-left of the 25″ OS Map above is long gone. Earlier OS Maps show the bridge in place  supporting the line long before Podsmead Road was extended South under the line. The old branch was carried on an embankment which is also long-gone.

Looking Northwest along the line of the old branch (Google Streetview). A little to the Northwest of Podsmead Road the branch broadened out into a series of sidings and at that point a ‘sub-branch’ turned away to the Southwest. [3]

A ‘sub-branch’ turned away to the Southwest at the beginning of the branch sidings. It does not appear on the 25″ 2nd Edition OS Maps. It first appears on the 25″ 3rd Edition OS Maps. It served the Bristol Road Gas Works. The Gasworks was not rail-served until 1920. A regular ‘4F’ 0-6-0 working saw coal delivered twice a day to Gloucester Gas Works Siding. Locomotive 4F 0-6-0 No. 44269 was photographed at the Gasworks in August 1965 by its fireman Dick Courtney. The photograph can be found on the Gloucestershire Railway memories Website. [45]

An extract from EPW037842 – Britain From Above. The picture was taken in 1932 and shows the Gasworks at the centre of the image. The canal can be seen in the bottom-left of the image with Bristol Road (A38) running parallel to it and almost empty of traffic! The Gasworks sidings can be seen heading away North towards the Hempsted Branch which runs across the top of the picture [46]

There are also two photographs of this working in Ben Ashworth’s first collection [51: p64]. the first shows 4F 0-6-0 No. 44264 leaving the sub-branch with a train of empties. The second shows the same engine propelling a train of coal onto the sub-branch.

Two further images appear in his second collection [21: p18-19]. The first shows 4F 0-6-0 No. 44264 in charge of a train of coal wagons heading along the Hempsted branch towards the Gasworks sidings in September 1965. [21: p18] The second is a view across the allotments which are centre-bottom of the first of the two map extracts above. [21: p19] The picture shows the 44264 returning, tender first, from the Gasworks with empties on the same day.

The gasworks were decommissioned in the early 1970s but it took around 40 years for the site to fully made safe. [46]

At the Northwest end of the sidings before the Branch passed under the Bristol Road ther was a further siding bearing away to the Southwest and a short stub-siding on the Northeast side of the running line. The first of these served Hempsted Wharf although it was divided from the Canal by Bristol Road (A38). The stub-siding served a chemical works.

And finally ……….

In order to build the Hempstead Branch the Midland Railway had to realign the A38 Bristol Road and build a substantial 3-arch bridge. This is the last significant feature before the branch crossed the Canal on a sing bridge.

The parapets of the bridge over the Hempsted Branch, still in place in 2019 (Google Streetview).Looking to the East from the A38 bridge over what was the Hempsted Branch. This picture was taken in 2019 (Google Streetview).Looking West along what was the Hempsted Branch towards the Canal. Joseph Griggs’ Timber yard is beyond the bridge parapet.A grainy extract from EPW037841 – Britain From Above (1932). The bridge carrying the A38 Bristol Road is highlighted. The Hempsted Wharf Sub-Branch and the Hempsted Branch are indicated. Both have wagons sitting on them. It is impossible to make out the Canal Bridge on this image. [49]Bristol Road Bridge in 2019 looking along the old Hempsted Branch to the Canal (Google Earth 3D).Looking East across the A38 from above Griggs’ Timber Yard in 2019. The three-arch bridge is hidden in the shadows created by the trees (Google Earth 3D)

The A38 bridge also appears in Ben Ashworth’s collection. A view taken from the West bank of the Canal in 1970 shows the structre to good advantage looking along what was the old railway but by then was part of Griggs’ Timber Yard. [21: p16]

The route of the Hemsted Branch as it crosses the Canal is shown by the red line on this image. The swing bridge has long been removed. The route on the far side of the canal is now a footpath (2020 – Google Earth -3D).

References

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  33. https://www.flickr.com/photos/rpmarks/18717311438/in/photolist-ucb8dn-2iw1cDs-fQfWct-bgMxZD-b2UkcD-Heyqxg-DF2MSq-5kKUHy-9bP8qM-248dmH2-22b7ugq-ZPRrAD-ZkXMPF-R1aR62-afMbgv-jAhbFe-DyZNGz-DyZU8V-6Do9cE-Dj7tjT-ubMRWb-u9QhmL-e5iZyC-b2UjRF-tf8VQ5-mGV1bu-8N16He-8N15nT-uvZ7Ab-bxVUAw-aFEGBZ-7aWPNr-aSXm9V-5w34Ly-7oV8n1-FzqJaC-5kHusR-ArqK5s-7BHWHb-BByqpD-w7byw5-DF2J6Y-amVikV-AGEsMR-A3gMTE-yXNocm-zX9eUM-B8AemT-cDGMBN-8Wq2ZN, accessed on 21st May 2020.
  34. https://en.wikipedia.org/wiki/Midland_Railway_1528_Class, accessed on 24th May 2020.
  35. https://commons.wikimedia.org/wiki/File:Gloucester_Docks_geograph-2224398.jpg, accessed on 19th May 2020.
  36. https://www.tewkesburydirect.co.uk/times-gone-by, accessed on 20th May 2020.
  37. https://en.wikipedia.org/wiki/Bristol_and_Gloucester_Railway, accessed on 25th May 2020.
  38. https://www.wikiwand.com/en/Gloucester_railway_station, accessed on 25th May 2020.
  39. https://en.wikipedia.org/wiki/Gloucester_Railway_Carriage_and_Wagon_Company, accessed on 25th May 2020.
  40. Hugh Conway-Jones; Nicks & Co. Long Established Timber merchants of Gloucester; Gloucestershire Society for Industrial Archaeology (GSIA) Journal for 2007, p3-13. Found online at https://www.gsia.org.uk/reprints/2007/gi200703.pdf, accessed on 25th May 2020.
  41. https://nickstimber.co.uk, accessed on 25th May 2020.
  42. https://www.gloucestershirelive.co.uk/news/history/gallery/day-docks-caught-fire-gloucesters-3960358, accessed on 25th May 2020.
  43. https://www.facebook.com/Nickstimber.co.uk/photos/a.1053087591401414/1536323183077850/?type=3&theater, accessed on 25th May 2020.
  44. https://www.facebook.com/Nickstimber.co.uk/photos/a.1053087591401414/1536323189744516/?type=3&theater, accessed on 25th May 2020.
  45. https://sites.google.com/site/gloucestershirerailwaymemories/home/train-services/31-october-1964, accessed on 27th May 2020.
  46. https://www.nationalgrid.com/sites/default/files/documents/25492-Gloucester%20case%20study%203pp.pdf, accessed on 27th May 2020.
  47. https://www.britainfromabove.org.uk/image/epw037842, accessd on 27th May 2020.
  48. https://www.griggstimber.co.uk, accessed on 27th May 2020.
  49. https://britainfromabove.org.uk/en/image/EPW037841, accessed on 27th May 2020.
  50. https://www.britainfromabove.org.uk/image/epw050778, accessed on 28th May 2020.
  51. Ben Ashworth; The Last Days of Steam in Gloucestershire; Amberley Publishing, 2009.

Co. Donegal Railways, Ireland – Part 1 – The Glenties Branch – Stranorlar to Ballinamore

4 Replies

My wife and I were due to take our annual holidays in 2020 in April and May. We would have been staying in Co. Donegal in Ireland and would, among other things, have explored some parts of the old 3ft gauge railways which served Co. Donegal.

Map of the Co. Donegal 3ft-gauge railway network. [25]

I have been reading through the 1948 editions of The Railway Magazine and on 16th May 2020, I found this short paragraph in the ‘Notes and News’ section of the May and June 1948 edition. Volume 94 No. 575. …

Closing of the Glenties Branch, County Donegal Railways Joint Committee

Passenger services were withdrawn on 13th December 1947, from the Stranorlar-Glenties branch of the County Donegal Railways Joint Committee in Ireland. The stations affected were Glenmore, Cloghan, Ballinamore, Fintown, Shallogans and Glenties. The branch of 3ft-gauge and 24.5 miles in length was constructed under the Light Railways (Ireland) Act of 1889, and opened on 23rd June 1894.

This seems to be far too short an obituary to the Glenties Branch. So, it seemed to me that I should start looking at the Co. Donegal Railways by looking at the Glenties Branch.

As part of my holiday reading, I had set aside the updated version of E.M. Patterson’s book about the Co. Donegal railways (which I first read as a teenager). That 2014 book has been a companion over a couple of weeks of lockdown in 2020. [3]

The Glenties Branch ran through a very rural part of Co. Donegal and seemingly stopped short of what could be considered a ‘sensible’ destination – the Atlantic Coast. Indeed it seems as though there were quite a few people in Ardara on the coast who thought that way. There was a concerted campaign over many years to get a short extension built between Glenties and Ardara. [3] But more of that later!

Grace’s Guide tells us that the line between Stranorlar and Glenties was 24 miles (38 km) long and that It opened in 1895. [2] Stranorlar and Ballybofey (located on the other side of the River Finn) together, form the “Twin Towns.” [5] It might interest you to know that there are no schools or churches in the town of Ballybofey itself, all these amenities were governed by laws during plantation times when certain Catholic buildings were not allowed within a specified range of Protestant towns. Times have changed a little now as Stranorlar has both a Roman Catholic and a Church of Ireland church. Both of the Twin Towns have their own railway station.

Stranorlar Railway Station was a junction Station with the line to Glenties branching off the Donegal to Strabane line. Ballybofey Railway Station was on the other side of the River Finn. Ballybofey Railway Station opened on 3rd June 1895 and closed on 15th December 1947 along with the rest of the Glenties branch.

Wikipedia tells us that Stranorlar Railway Station was built by the Finn Valley Railway and opened on 7th September 1863 and finally closed on 6th February 1960. “The old railway station was demolished to make way for a new bus garage owned and run by Bus Éireann. To celebrate the millennium, the old clock from the railway station was restored and installed in a new clock tower which sits at the old pedestrian entrance to the railway station yard. The town remains the main depot for Bus Éireann within County Donegal.” [5]

When first built, the station was the terminus of an Irish standard-gauge (5ft 3in – 1600mm) line which ran from Strabane to Stranorlar. It served in this form for a number of years.In 1880 work commenced on the West Donegal Railway which was built to 3ft-gauge and for a time Stranolar served in this new mixed-gauge era.In 1892, the Finn Valley Railway merged with the West Donegal Railway to form a new company, the Donegal Railway Company. The line from Stranorlar to Strabane was then reconstructed to (3 ft – 914mm) gauge. [6] Conversion took very little time as it only required the moving of a single rail and respiking of the railchairs on the smae sleepers that had been used for the 5ft 3in gauge line. As we have already noted the branch to Glenties opened in 1895.

The story of all machinations which eventually brought all these lines into the same fold is told well by Patterson, Begley and Flanders and does not need repeating here. [3]

An extract from the Ireland GSGS one inch OS Map Series of the early 1940s [4]

The station building in Stranorlar taken from the station forecourt. This image is shared with the kind permission of David Parks. It appears on his blog: Irish Postcards: irishpostcards.wordpress.com. [8]

Stranorlar Railway Station in 1948 (c) Wlater Dendy CC BY-SA 2.0. [7]

There are a number of excellent monochrome photographs of Stranorlar Railway Station available on Flickr on the Photostream “Ernies Railway Archive” [9] You might want to check out the links to a sample of the different images available which are included in the notes. [10-24]

The image above looks into the site of Stranorlar Railway Station from the direction of Strabane. I found it on the Irish Railway Modeller’s Forum. [27] The contributor had found it on Facebook.Railcar No 8 arrives at Stanorlar from Glenties sometime in the 1930’s. These railcars had a single front axle and a chain-driven rear bogie, and did not provide the most comfortable rides, (c) John Langford. This image was found on the Donegal Railway Heritage Centre’s Facebook page and is used by kind permission. [40]

I have recently been given access to some station plans from the Co. Donegal Railways produced by Chris Amundson. The link immediately below shows what is known about the layout of Stranorlar Railway Station in different eras.

https://www.flickr.com/gp/spw45/J3354A

Stranorlar, based on Ordnance Survey and numerous photographs, (c) Chris Amundson (CC BY-SA 2.0), included by kind permission . [41]

The next two images show Stranorlar in the mid-1950s and come from the blog, “Hyde Park Now!” and are, in turn, sourced by that site from elsewhere. [25] In giving permission to use these two images, londonblogger expresses concern that it is easy for the historic content of blogs to be lost or dissipated in the sharing of images. The two blogs from ” Hyde Park Now! are very much worth a visit and give a great overall context to this post which focuses on one part of the whole network. These are the relevant links:

https://hydeparknow.uk/2019/12/31/the-county-donegal-railways [25]

https://hydeparknow.uk/2020/01/14/the-county-donegal-railways-2 [26]

Stranolar was effectively the headquarters of the Co. Donegal Railways. ‘londonblogger’ on the blog ‘Hyde Park Now!’ notes that it had “an extensive works for the maintenance of rolling stock.” [25] In the first of the two pictures above the maintenance facility is shown to really good advantage. Railcars were serviced in the buildings to the left of the image and steam locomotives to the right.The site of Stranorlar Railway Station as it appeared in 2009 – it functions as Bus Eireann’s Stranorlar Depot. None of the railway infrastructure and buildings remain. (Google Streetview).

Stranorlar to Clohan, GSGS Map of the early 1940s. [30]

The Glenties Branch set off West from Stranorlar Station with the line to Donegal bearing away to the Southwest. In a very short distance the branch crossed the River Finn.This image shows just how short the distance was from the end of the station platform, used by the Glenties Branch trains, to the bridge over the River Finn at Stanorlar. The village of Ballybofey can be seen at the top of this image. It had its own station. The image is used by kind permission from of David Parks. It appears on his blog: Irish Postcards: irishpostcards.wordpress.com. It was first published by ‘Aero-Views’, Dublin.  [28]

The Glenties branch can be seen crossing the bridge over the River Finn and then cuvidn around the North side of Ballybofey after having been crossed by the main road (N15) on a single-span stone-arch bridge. [28]

The Glenties Brach crossed the River Finn on a large-span truss girder bridge which sat on stone abutments.

Those abutments remain in the 21st century and can be glimpsed from the N15 as it approaches and then crosses the River Finn on its stone-arch viaduct. On the Stranorlar bank of the river, the line first passed over a narrow lane serving the river side on a girder-bridge before crossing the river. The remains of that bridge and the East abutment of the bridge can be seen on the first colour image below. You can just pick out the River Finn in the greenery to the right of the image. The stonework to the bottom right is a length of coping from the road-bridge parapet.

The Glenties Branch Bridge over the River Finn, east abutment. The picture was taken in June 2018 (Google Streetview).It is impossible to pick out the stone abutment to the West of the River Finn among the greenery on the river banks. This picture was also taken in June 2018. (Google Streetview).The view back into Stranorlar across the River Finn from Ballyfoley. The Glenties Branch Railway Bridge over the River Finn can be seen on the right of this picture [33]A postcard view of the Bridge over the River Finn (The Linen Hall Library Collection – available for sharing) [35]

The River Finn Railway bridge at Stranorlar/Ballybofey during construction of the line. The superstructure sits alongside the railway awaiting being moved into position across the river. The image is from the geocache webpage for this location. [36]

A postcard view looking back across the River Finn from Ballybofey towards Stranorlar Railway Station. Both of the river bridges are in the photograph, as is the bridge wingwall of the stone arch bridge which carried the road over the Glenties Branch. [37]

The adjacent small image shows the two River Finn Bridges (road and rail) in use. Sadly the rail bridge is only partially visible on the right of the photograph. The image is from the Facebook page ‘Ballybofey Stranorlar’. [34]

The route of the old branch-line to the Northwest of the N15 is now hidden by redevelopment. The early 1940s GSGS One-inch Map shows the railway crossing Back Road on an overbridge and then running alongside the river into Ballybofey Railway Station. [29]The approximate line of the old railway which ran across the North side of the village of Ballybofey, lifted from the GSGS Map of the early 1940s. [29]The site of Ballybofey Railway Station. This picture was taken in 2010 (Google Streetview)

At the West end of Ballybofey Station the line crossed what is now Railway Road/Beechwood Avenue on the level and then ran between Beechwood Avenue and Glenfin Street/Road (R252) parallel to the River Finn. The first length is now buried under domestic dwellings.

After a short distance the R252 (Glenfin Road) crossed the old line on an over-bridge. With the closure of the line, it became possible for a small road improvement scheme to straighten out the line of the roadas shown below.

The Glenties Branch West of Ballybofey. [31]After passing under an accommodation bridge the line continued in a westerly direction with the R252 once agin dog-legging to cross it close to the River Finn (Google Earth).

Glenmore Railway Station opened on 3rd June 1895. [32] There is no evidence of its existence in the early 21st century. The church which is marked on the GSGS Map of the early 1940s is still standing to the West of the old road junction. The railway passed to the South of the Church between it and the R253. I have shown the location ringed in red on the satellite image immediately above. The R252 curves through what would have been the station site. there would have been a level-crossing and the point above where the line crossed the old road (marked with a break in the red line).Looking East from the R253 adjacent to the churchyard at Glenmore in July 2011 (Google Streetview).The line of the old railway is so much easier to determine when the boundary walls still remain in place. This view looks to the West from the old road junction, again in July 2011. Glenmore Church can be seen on the right (Google Streetview).Cloghan Railway Station was a couple of kilometres South of the Village with the same name. The old railway turned gradually to the Northwest as it approached the station, still following the River Finn. The old station building retains the designation Station House although it is in the Townland of Gortiness. It has been extended along the line of the old platform tp the Southeast.This postcard view of Cloghan Station is a colourised monochrome image. It is taken from the Southeast. The station building can be seen on the left of the image and the road bridge can be seen beyond the platform. Permission to include this image was very kindly given by David Parks. It appears on his blog: Irish Postcards: irishpostcards.wordpress.com. [8]This view shows the old Station House which is in cream at the centre of the picture. It is taken from the road bridge shown in the postcard view, looking Southeast along the route of the old railway line. The line is marked by the line of bushes running towards the Station House (Google Streetview).The old Station House at Cloghan Railway Station. The image comes from June 2011. The first three windows from the left on the 1st floor were part of the original building. The extension is on the right (Google Streetview).

From Cloghan Railway Station the Glenties Branch turned North, crossing the River Finn twice as shown on the adjacent extract from the GSGS 1940s Map and continued up the Finn Valley. The next three photographs show the route of the line at the road bridge marked at the top of the map extract which was about a kilometre South of the village of Cloghan.

The first is a view on Google Streetview which is taken from just to the West of the the River Finn road bridge at the top of the adjacent map extract. The road alignment on the extract needs verifying. It seems as though the position of the railway was a little closer to the river.

The second image is a close up satellite view from Google Maps which has had the old railway route at its centre.The old road alignment is marked by the cartographers who have provided the road overlay to the satellite images associated with Google Maps. Teh road used to turn sharply to the South after crossing the river to a point where crossing the line was possible. It is not clear whether this was a bridge or a level-crossing.

I have been unable to find photographs of the two bridges over the River Finn. Nor are there any photos of the road crossing point near the top of the satellite image.

The next image shows the Glenties Branch alignment through this area. The red line, again, show the route of the railway.

The next map extract is at a smaller scale and shows the route of the old line to Ballinamore. The valley of the River Finn turns once again to the West after passing Cloghan village and the railway remained on the West and then South side of the river.

These next two satellite images follow the old railway route along the West side of the River Finn before it turns to the West again.

The first runs across open fields alongside the River Finn. The second continues in the same vein. At around the half-point of the satellite image extract a farm access track now uses the old railway formation as it travels North.

The first landscape image below is another satellite image which shows the gradual change of direction of the old line as it swung round towards the West. The next, illustrates the condition of the railway formation in 2009, At that time the gravel surface had newly been relaid. Further to the North the track shows up as having been tarmacked in 2009.

A sequence of photographs from Google Streetview covers the next few kilometres of the old railway. Various dwellings have been built since the closure of the line which have the old railway formation as their only access route.

A good number of these homes appear to have been constructed since the turn of the 21st century.

Eventually the tarmacked length of the old formation ends where the old railway crossed another road. A satellite image follows the Google Streetview photographs and again picks up the line close to that road crossing.The last Streetview photograph above shows the point at which the old railway formation meets what is now a local road. If the road had been present during the life of the Glenties Branch, this would have been a level crossing probably without gates. However the GSGS map (see below) does not show a road at this location in the early 1940s. The Glenties Branch continued westward on the South side of the River Finn. There was a need for a significant number of culverts to allow land drainage to reach the river. They show up particularly well of the extract from the GSGS map above.Ballinamore Station Building in 2010 seen from the R252. It is difficult to imagine a more remote location for a Station Halt nor a more run-down, but still standing, corrugated iron building. As we can see in the last picture of this article, the platform face still remains! (Google Streetview)Ballinamore Station Building! It was still standing in 2020 as can be seen on the Satellite image above. This picture was taken in 2009 (Google Streetview).

Ballinamore Railway Station opened in June 1895 and closed in December 1947. [38]

Former Ballinamore County Donegal Railway Station, June 1990 – The photographer says, “Miles from anywhere, not a house or tree in sight. Once the haunt of snub-nosed diesel railbuses. Ballinamore station, opened in 1895 was about half way between Glenties and Stranorlar on the CDR County Donegal Railway.” (Scanned slide) (c) G Sludge (Attribution-ShareAlike 2.0 Generic (CC BY-SA 2.0)). [39]

The location appears for a few seconds in “Off The Beaten Track – Stranorlar to Glenties in Donegal.” www.youtube.com/watch?v=7wclzaSSzWQ&t=13m20s

We have reached the end of this first part of the journey from Stranorlar to Glenties. It is hard to think of a worse place to stop and we only do so because it is roughly at the half-way point on the journey to Glenties.

References

  1. The Railway Magazine: ‘Notes and News’; May & June 1948 edition. Volume 94 No. 575, p202.
  2. https://www.gracesguide.co.uk/County_Donegal_Railways_Joint_Committee, accessed on 21st May 2020.
  3. Edward M Patterson (original author), Joe Begley & Steve Flanders (authors of additional material in the Revised Edition); The County Donegal Railways; Colourpoint Books, Newtownards, Co. Down 2014.
  4. https://maps.nls.uk/geo/explore/#zoom=15&lat=54.80218&lon=-7.77993&layers=14&b=1, accessed on 21st May 2020.
  5. https://en.wikipedia.org/wiki/Stranorlar, accessed on 21st May 2020.
  6. https://en.wikipedia.org/wiki/Finn_Valley_Railway, accessed on 21st May 2020.
  7. https://en.wikipedia.org/wiki/Stranorlar_railway_station#/media/File:Stranorlar_station,_County_Donegal_Railways_Joint_Committee,_1948_(geograph_5307210).jpg, accessed on 21st May 2020.
  8. https://irishpostcards.wordpress.com/transport, accessed on 23rd May 2020.
  9. https://www.flickr.com/photos/irishswissernie, accessed on 23rd May 2020.
  10. https://www.flickr.com/photos/irishswissernie/23589146660/in/album-72157662649694575 – CDRJC Stranorlar, goods entering from Strabane 1958 (c) Henry Emeleus/ARPT, accessed on 23rd May 2020.
  11. https://www.flickr.com/photos/irishswissernie/16492159115 – Stranorlar 1957, accessed on 23rd May 2020.
  12. https://www.flickr.com/photos/irishswissernie/23256677994 – CDRJC Stranorlar Railcar No. 19, 1958 (c) Henry Emeleus/ARPT, accessed on 23rd May 2020.
  13. https://www.flickr.com/photos/irishswissernie/6180278429/in/album-72157662649694575 – CDRJC Stranorlar just after closure 1960, taken from the Eastern approach from Strabane, accessed on 23rd May 2020.
  14. https://www.flickr.com/photos/irishswissernie/23858764346/in/album-72157662649694575 – CDRJC ‘Erne’ on shed at Stranorlar in 1958 (c) Henry Emeleus/ARPT, accessed on 23rd May 2020.
  15. https://www.flickr.com/photos/irishswissernie/41879605651/in/album-72157662649694575 – Class 5 on shed at Stranorlar in 1958, accessed on 23rd May 2020.
  16. https://www.flickr.com/photos/irishswissernie/23258058353/in/album-72157662649694575 – CDRJC Stranorlar in 1958 (c) Henry Emeleus/ARPT, accessed on 23rd May 2020.
  17. https://www.flickr.com/photos/irishswissernie/23539544992/in/album-72157662649694575 –  0956-3 Railcar Stranolar station (c) J W Armstrong/ARPT, accessed on 23rd May 2020.
  18. https://www.flickr.com/photos/irishswissernie/23258060463/in/album-72157662649694575 – CDRJC Stranorlar station, Railcar No. 19 arrives from Donegal in 1958. The former Glenties platform is in foreground (c) Henry Emeleus/ARPT, accessed on 23rd May 2020.
  19. https://www.flickr.com/photos/irishswissernie/15872003843/in/album-72157662649694575 – goods wagons outside the General Store at Stranorlar Railway Station in 1957, accessed on 23rd May 2020.
  20. https://www.flickr.com/photos/irishswissernie/16304711660/in/album-72157662649694575 – close-up of the plaform canopy columns at Stranorlar Railway Station in 1957, accessed on 23rd May 2020.
  21. https://www.flickr.com/photos/irishswissernie/6180266037/in/album-72157662649694575 –  CDRJC Stanorlar Railcar No. 19 on Killybegs service on 8th July 1956 (b726), accessed on 23rd May 2020.
  22. https://www.flickr.com/photos/irishswissernie/6180279023/in/album-72157662649694575 – colour image of Stranorlar Railway Station in 1958, taken from the Southwest, accessed on 23rd May 2020.
  23. https://www.flickr.com/photos/irishswissernie/6180277183/in/album-72157662649694575 – CDRJC_Stranorlar: Railcar No. 18 on the turntable in 1958, accessed on 23rd May 2020.
  24. https://www.flickr.com/photos/irishswissernie/6180272243/in/album-72157662649694575 – Stranorlar Railway Station Footbridge. Picture taken in May 1963 after closure of the line, accessed on 23rd May 2020.
  25. https://hydeparknow.uk/2019/12/31/the-county-donegal-railways, accessed on 23rd May 2020. The map of the network was in turn sourced from Twitter: https://twitter.com/velvetninja1/status/1188118651536314369
  26. https://hydeparknow.uk/2020/01/14/the-county-donegal-railways-2, accessed on 23rd May 2020.
  27. https://irishrailwaymodeller.com/topic/7262-donegal-railway/page/2, accessed on 23rd May 2020.
  28. https://irishpostcards.wordpress.com/aerial-cards, accessed on 24th May 2020.
  29. https://maps.nls.uk/geo/explore/side-by-side/#zoom=17&lat=54.80016&lon=-7.78155&layers=14&right=BingHyb, accessed on 24th May 2020.
  30. https://maps.nls.uk/geo/explore/#zoom=13&lat=54.81900&lon=-7.84274&layers=14&b=1, accessed on 21st May 2020.
  31. https://maps.nls.uk/geo/explore/side-by-side/#zoom=16&lat=54.79994&lon=-7.79374&layers=14&right=BingHyb, accessed on 26th May 2020.
  32. https://en.wikipedia.org/wiki/Glenmore_railway_station, accessed on 26th May 2020.
  33. https://www.heritageweek.ie/whats-on/event/past-times-photograph-exhibition, accessed on 26th May 2020.
  34. https://m.facebook.com/TheTwinTownsDonegal, accessed on 26th May 2020.
  35. https://www.postcardsireland.com/postcard/roman-catholic-church-and-road-and-rail-bridges-ballybofey, accessed on 24th May 2020.
  36. https://www.geocaching.com/geocache/GC27NQG_finn-valley-bridges-ballybofey-bridge?guid=0e6f9849-1b77-432e-bc57-a34712885176, accessed on 26th May 2020.
  37. http://ballybofeyandstranorlar.com, accessed on 26th May 2020. (A subsequent internet search to find this image only produced a similar but watermarked version of the photograph.)
  38. https://en.wikipedia.org/wiki/Ballinamore_railway_station, accessed on 28th May 2020.
  39. https://www.flickr.com/photos/sludgeulper/3611611930, accessed on 29th May 2020.
  40. https://www.facebook.com/DonegalRailwayHeritageCentre/photos/a.1230417866994452/2944521065584115/?type=3&theater, accessed on 15th July 2020.
  41. Chris Amundson has been working on a series of large scale map plans of the Co. Donegal Railway Stations. He has very kindly allowed me to link to that work. (https://www.flickr.com/gp/spw45/y49162)

Gloucester Docks and Railways – Part 1

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Midland Railway Crane, Gloucester Docks, (c) Robert Powell, 2011, reproduced under a Creative Commons Licence. [24]

Gloucester Docks is an historic area of the city of Gloucester. It is important for its Victorian warehouses which are listed buildings. [2] Within the old Dock’s site are the Gloucester Waterways Museum [3] and the Soldiers of Gloucestershire Museum. [4] The docks are located at the northern junction of the River Severn with the Gloucester and Sharpness Canal. [7]

The docks were rail-served by both the Great Western Railway and the Midland Railway, later by the GWR and the LMS and ultimately by British Railways (BR).

Steam Crane, Gloucester Docks (c) Crispin Purdye, 2006, reproduced under a Creative Commons Licence [26]

Neil Parkhouse, in one of his fantastic collections of colour photographs from the last decades of steam in Gloucestershire  (British Railway History in Colour) focusses on the Midland lines serving the docks, specifically three lines in the area – the Tuffley Loop; the High Orchard Branch; and the Hempsted or New Docks Branch. [9] He covered the Western approaches to the docks in the first volume in his series. [41]

Wikipedia offers us the following volumes for researching the docks and the associated railways in Gloucester, although it is unable to provide links to the relevant texts: [10]

  • Hugh Conway-Jones; Gloucester Docks: An illustrated history; Sutton & Gloucestershire County Library. 1984. [35]
  • A Guide to Gloucester Docks; Sutton, 1988
  • Michael Stimpson; The History of Gloucester Docks and its Associated Canals and Railways; West London Industrial Archaeological Society, Potters Bar, 1980.

Further research on the internet produces a number of sites which focus on the railways of the Docks in Gloucester:

  • Gloucester Docks and the Sharpness Canal, Past and Present. [11]
  • Gloucester Transport History: Railways in Gloucester and Churchdown After 1845. [20]
  • Gloucester Transport History: Railways in Gloucester [34]

The Tramroad

However, the first rail link to the docks was not a standard-gauge edge railway, but rather a plateway – The Gloucester and Cheltenham Tramroad. Its primary economic purpose was the transport of coal from Gloucester’s docks to the rapidly developing spa town of Cheltenham and the transport of building stone from quarries on nearby Leckhampton Hill to Cheltenham and Gloucester. [16][33]

”The tramroad was opened for mineral traffic on 2 July 1810. The line was a 3ft 6 in (1,067mm) gauge plateway, with cast iron plates on stone blocks. Wagons with plain wheels could run on the plates and were guided by an upstand on the plates. The route was single track, but passing places were provided at four to the mile, or more frequently. It appears that more passing places were added later, no doubt in response to higher traffic densities.” [16][33]

The picture below is a sketch map of the route of the tramroad produced by the GSIA (Gloucestershire Society for Industrial Archaeology) of which I am a member. (Membership of the society costs £9 per annum.) [40]

The route of the tramroad between Cheltenham and Gloucester. [32]

I have read through some of the internet links to the Cheltenham & Gloucester Tramroad and I have undertaken further research into the history of the line. That research has resulted in the drafting of a number of articles about the Tramroad:

The Cheltenham & Gloucester Tramroad – Part 1 [33]

The Cheltenham & Gloucester Tramroad – Part 2 [36]

The Cheltenham & Gloucester Tramroad – Part 3 [37]

The Cheltenham & Gloucester Tramroad – Part 4 [38]

The tramroad/plateway was horse-powered and only briefly flirted with the use of steam-power. [39] But the use of horses did not stop with the construction of what we today would see as more conventional railways. After the Midland Railway had built its lines into the Dock complex, horses were still vital to the operation of the railways in the docks. Hugh Conway-Jones explains:

“Horses were used on the dock railways to distribute incoming wagons, marshall outgoing wagons and make short transfers between quay and warehouse etc. These movements could be quite time consuming as many of the lines along the quays were only linked to the main system by small turn-tables that could only take one wagon at a time. The horses knew exactly where to stop to position a wagon correctly on a turntable, which was then rotated by pushing on an extending arm. Sometimes a horse was hitched up to the arm to get the turntable moving, but care was required not to exert too much force or the wagon could swing round out of control. The horses also knew that it was worth stopping outside the black shed beside the Great Western Warehouse, as this was where the lump sugar was stored and some body would usually give them a lump or two. Locomotives were used for transfers between the different parts of the docks, and as some of the bends were rather sharp, the Midland Railway had a special type of tank locomotive with a very short wheelbase.” [35: p123]

The tramroad made, in its time, a dramatic contribution to the economic life of Cheltenham, Gloucester and its Docks. It was unable, however, to compete with the more modern railways and gradually became less and less significant in the life of the Docks and nearby conurbations. Eventually it closed in 1861. Much of the line has disappeared under development in Cheltenham and Gloucester. There are things to find which relate to the old tramway and details can be found in the series of articles above. Information on some of the remains can also be found at http://www.gsia.org.uk. [32]

The Railways

It was the middle of the 19th century when branches from the Midland Railway were laid to serve to docks in Gloucester. The GWR also laid tracks to serve the docks. These became a better option than the waterways for carrying imports into the Midlands and they eclipsed the tramroad for local supplies to Cheltenham. The Midland sidings cut the tramroad access to the northern part of the docks and to the quay further north along the River Severn

The Midland Railway completed their branch to Bakers Quay and the east side of the docks in 1848. That branch also served the timber yards established along the canal banks to the south. “Locomotives moved wagons to and from the main line, but most movements around the docks area, as we have already noted, were done by horses, particularly as there were a number of turntables needed to negotiate sharp corners around existing buildings.” [11]

The Great Western Railway completed their branch to Llanthony Quay and the west side of the docks just a few years later – around 1853. Broad gauge lines were laid at this time but soon these were converted to mixed-gauge. Hugh Conway-Jones says that, “it had been hoped that the GWR line would provide a ready supply of coal from the Forest of Dean for export, but most masters preferred to load coal at one of the South Wales ports.” [11]

The different railway routes at the docks will be covered in subsequent articles. It is interesting to note that because of the differing access arrangements, the sidings on each side of the docks had very different characteristics. The sidings from the Midland Railway had to find their way through relatively built up areas to reach the dockside. Those from the Great Western Railway crossed open fields and the River Severn before they formed a fan of sidings close to the docks with some extensions southwards down the west side of the docks.

Aerial Images of Gloucester Docks

These aerial images of the docks are available on the Historic England website, ‘Britain From Above’. They show the docks at work in the period between about 1920 and 1950.

Image No. EPW024154 – Gloucester prison and the docks, Gloucester, 1928. The River Severn can be seen curving away to the right of the image. The Canal to Sharpness heads away to the South at the top of the image. [27]Image No. EPW024161 – Gloucester Docks, 1928. It is interesting to note the presence of open fields on the far side of the River Severn! The Main Basin is shown in the centre of the image and the canal running from it to the bottom of the image was the access for shipping into the Victoria Dock. [28]Image No. EPW024164 – Victoria Dock, Southgate Street and environs, Gloucester, 1928. The Main Basin is just off the photograph to the right. The railway sidings in the foreground were originally Midland Railway Sidings and those  in the top right corner of the picture were GWR sidings. [29]Image No. EPW024166 – The Docks and environs, Gloucester, 1928. Both Victoria Dock and the Main Basin are centre stage in this image. The River Severn can be seen in the top right with green fields beyond. Top-centre are the GWR sidings with a bridge access across the River Severn, top right. [30]Image No. EPW037837 – GWR Railway sidings next to Llanthony Priory and surroundings, Gloucester, 1932. The River Severn and one of its locks are in the foreground. [31]

References

  1. The Docks Conservation Area (Conservation Area No. 3) Appraisal & Management Proposals. Gloucester City Council, Gloucester, 2007, accessed on 9th April 2020, quoted in reference [2] below.
  2. https://en.m.wikipedia.org/wiki/Gloucester_Docks, accessed on 9th April 2020.
  3. One of several museums and attractions operated by the Canal & River Trust, the successor to The Waterways Trust, the Gloucester Waterways Museum is housed in the old Llanthony Warehouse in the heart of what once was the bustling Gloucester Docks. [5]
  4. The Soldiers of Gloucestershire Museum is also located in Gloucester’s Historic Docks. It reopened in April 2014 after a significant Heritage Lottery funded refurbishment. It is a place to discover the lives of Gloucestershire soldiers over the last 300 years.  The story begins in 1694, travels through the Napoleonic Wars, the Age of Empire, Worlds Wars, Korea and right up to modern day conflicts. [6]
  5. https://canalrivertrust.org.uk/places-to-visit-the-national-waterways-museum-gloucester, accessed on 9th April 2020.
  6. https://www.soldiersofglos.com, accessed on 9th April 2020.
  7. The Gloucester & Sharpness Canal was once the broadest and deepest in the world. Even today, it stands out from other navigations because of its sheer scale and impressive engineering. [8]
  8. https://canalrivertrust.org.uk/enjoy-the-waterways/canal-and-river-network/gloucester-and-sharpness-canal, accessed on 9th April 2020.
  9. Neil Parkhouse; British Railway History in Colour: Volume 4A – Gloucester Midland Lines Part 2 : South, Eastgate to Stroud & Nailsworth; Lightmoor Press, Lydney, Gloucestershire, 2019; cf. http://lightmoor.co.uk/books/gloucester-midland-lines-part-2-south/L8665, accessed on 18th April 2020.
  10. https://en.wikipedia.org/wiki/Bibliography_of_the_City_of_Gloucester#Gloucester_Docks, accessed on 18th April 2020.
  11. https://www.gloucesterdocks.me.uk/gloucester/railways.htm, accessed on 18th April 2020.
  12. https://www.gloucesterdocks.me.uk/gloucester/docks.htm, accessed on 18th April 2020.
  13. https://www.gloucesterdocks.me.uk/gloucester/dockssouth.htm, accessed on 18th April 2020.
  14. https://www.gloucesterdocks.me.uk/studies/highorchard.htm, accessed on 18th April 2020.
  15. https://www.gloucesterdocks.me.uk/gloucester/details/glodetailsnorth.htm, accessed on 18th April 2020.
  16. https://en.wikipedia.org/wiki/Gloucester_and_Cheltenham_Tramroad, accessed on 18th April 2020.
  17. https://www.geograph.org.uk/photo/4166438, accessed on 18th April 2020.
  18. https://www.british-history.ac.uk/vch/glos/vol4/pp251-258, accessed on 18th April 2020.
  19. https://llanthonysecunda.org/entry/1951-map-of-gloucester-docks, accessed on 18th April 2020.
  20. https://glostransporthistory.visit-gloucestershire.co.uk/Railgloschur2.htm, accessed on 18th April 2020.
  21. https://sites.google.com/site/gloucestershirerailwaymemories/home/a-new-way-and-works/gloucester-dock-branch-sidings-and-llantony, acessed on 18th April 2020.
  22. https://www.gloucestershirelive.co.uk/whats-on/shopping/gallery/take-look-gloucester-before-gloucester-2874249, accessed on 18th April 2020.
  23. Hugh Conway-Jones; Gloucester Docks: An Historical Guide; Lightmoor Press, Lydney, Glocestershire, 2009.
  24. https://commons.wikimedia.org/wiki/File:Midland_Railway_Crane,_Gloucester_Docks._-_panoramio.jpg, accessed on 18th April 2020.
  25. https://www.gloucestershirelive.co.uk/news/gloucester-news/gallery/remnants-gloucesters-industrial-revolution-littered-3221228,, accessed on 18th April 2020.
  26. https://www.geograph.org.uk/photo/70782, accessed on 18th April 2020.
  27. https://britainfromabove.org.uk/en/image/EPW024154, accessed on 18th April 2020.
  28. https://britainfromabove.org.uk/en/image/EPW024161, accessed on 18th April 2020.
  29. https://britainfromabove.org.uk/en/image/EPW024164, accessed on 18th April 2020.
  30. https://britainfromabove.org.uk/en/image/EPW024166, accessed on 18th April 2020.
  31. https://britainfromabove.org.uk/en/image/EPW037837, accessed on 18th April 2020.
  32. https://www.gsia.org.uk/gct/gsia-tramroad-history.pdf, accessed on 18th April 2020.
  33. https://rogerfarnworth.com/2020/04/23/the-cheltenham-and-gloucester-tramroad-part-1, published on 24th April 2020.
  34. https://glostransporthistory.visit-gloucestershire.co.uk/First%20Railways%20in%20Gloucester.htm, accessed on 24th April 2020.
  35. Hugh Conway-Jones; Gloucester Docks: An Illustrated History; in the County Library Series, Allan Sutton, Gloucester and Gloucestershire County Libraries, 1984.
  36. https://rogerfarnworth.com/2020/05/02/the-gloucester-and-cheltenham-tramroad-part-2, published on 2nd May 2020.
  37. https://rogerfarnworth.com/2020/05/06/the-gloucester-and-cheltenham-tramroad-part-3, published on 6th May 2020.
  38. https://rogerfarnworth.com/2020/05/08/the-gloucester-and-cheltenham-tramroad-part-4, published on 8th May 2020.
  39. D.E. Bick; ‘The Gloucester & Cheltenham Railway and the Leckhampton Quarry Tramroads’; The Oakwood Press, 1968.
  40. https://www.gsia.org.uk/membership.php, accessed on 30th April 2020.
  41. Neil Parkhouse; British Railway History in Colour: Volume 1 – West Gloucester and Wye Valley Lines, 2nd Edition, Lightmoor Press, Lydney, Gloucestershire.

The Cornwall Minerals Railway – Part 1

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The Cornwall Minerals Railway is mentioned in an article in the journal “Railway Archive.” about the first locomotives purchased for the Cornwall Minerals Railway. [1]

The Cornwall Minerals Railway developed out of a series of older Tramroads which served the Cornish Mining Industry. It owned and operated a network of 45 miles (72 km) of standard standard gauge railway lines in central Cornwall. It started by taking over an obsolescent horse-operated tramway in 1862, and it improved and extended it, connecting Newquay and Par Harbours and Fowey.

Wikipedia tells us that the Cornwall Minerals Railway had a chequered history having been hurt by a collapse in mineral extraction due to a slump in prices. But after a period in bankruptcy it recovered enough to take over a defunct route between Fowey and Lostwithiel – the Lostwithiel and Fowey line.

In 1896 it finally sold its line to the Great Western Railway which had been leasing it for some time.

Its main passenger line from Par to Newquay is still in use as the Atlantic Coast Line, and also carries some mineral traffic, but the Par to Fowey line has been converted to a private road. [2]

CMR No. 1, Treffrey was built, along with all of the CMR locomotives, by Sharp, Stewart & Co. Ltd of Manchester. It was named for Joseph Austin Treffrey but the name plates were mis-spelt. These locos were intended to work in pairs, back to back and it is likely that the lack of rear bunker and the open cab were intended to facilitate this way of working. There is no evidence to suggest that the traffic on the railway was ever large enough to justify this intention. [1][2]

The Cornwall Minerals Railway was adventurous in its intentions and purchases. It anticipated far more traffic from the mines than was to materialise and bought 18 (yes, eighteen) 0-6-0T steam engines to serve the anticipated high demand. [1] When the line was leased to the GWR in 1877, the new lease-holders quickly realised that the over provision of motive power was a financial drain on the Line. The GWR returned 9 of the engines to their makers, leaving 9 to serve the needs of the Line. [1:p30]

Of the 9 remains locos, a further one was sold by 1883 to the Sharpness New Docks Company and based on the opposite side of the River Severn from the Forest of Dean. [1:p31]

Of the 9 locos returned to Sharp, Stewart, 8 were purchased by the Lynn & Fakenham Railway and ended their days in various guises on the Midland & Great Northern Joint Railway (M&GNJR) which was the ultimate successor to the Lynn & Fakenham Railway. [1:p30] A first batch of three were sold to the Lynn & Fakenham in 1880, a further five were sent to the Lynn & Fakenham in 1881. [1: p36]

The last of the 9 locos returned to Sharp, Stewart was sold to the Colne Valley & Halstead Railway before ending up at a colliery in Northumberland. [1: p30]

This is the first article of what I hope will be a series about the Cornwall Minerals Railway.

References

1. Peter Treloar; A Scattered Family: The Cornwall Minerals Railway’s 0-6-0Ts; Railway Archive Issue 30, Black Dwarf Lightmoor Press, 2011, p27-40.

2. https://en.m.wikipedia.org/wiki/Cornwall_Minerals_Railway, accessed on 17th May 2020.

The Gloucester and Cheltenham Tramroad – Part 4

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The Tramroad in Gloucester. …

In the last article in this series we had reached a point of the journey from Cheltenham where the tramroad passed along the North side of what was later to be Barnwood LMR Locomotive Depot.

The first map below is the 6″ 1882 OS Map and shows the approximate alignment of the tramroad which had already been lifted by that date. The 1886 25″ OS Map is very similar to the 1182 Map but things changed somewhat over the next decade. The second map below is the 25″ OS Map from the turn of the 20th century. Tramway cottage has been removed by this time. The MPD roundhouse was at the right hand end of that OS Map extract. The third OS Map extract below comes from the 1930s when the sidings to the Southwest of the Roundhouse had been increased in number.The old tramroad embankment can be made out running behind the two jinties stabled at Barnwoood MPD (c) Roger Smith, used with permission.

The locomotive depot is now long-gone and the land turned over to industrial use. The Google Streetview image below the OS Maps is taken at the end of Myers Road. It is difficult to fix the exact location of the tramroad here. It clearly ran through the site in the picture between the two access roads that are visible. The line probably ran near to the right-hand access road. The view East from the end of Myers Road towards what was the location of Barnwood MPD Roundhouse (Google Streetview).

As the OS Map extract above suggests, the tramroad curved round to the Southwest. To cross Horton Road and the standard-gauge lines on the level. The level-crossing on Horton Road was known as Tramway Junction, now Horton Road Crossing.The next image is a Google Streetview image which looks Northeast from the Horton Road Crossing and which as a result looks along the line of the old Tramroad as it heads to the Northeast. The second image below is again a Google Streetview image taken from a point 20 metres or so to the south of the first image and showing the route of the tramway crossing Horton Road/Derby Road.After crossing what was a small area of open ground and which now carries Metz Way (A 4302) the tramroad joined Millbrook Street. The two following images show this. The first looks to the Southwest and shows the route meeting Millbrook Street, the second looks North East and shows the alleyway which remains long after the tramroad has gone! Both are, again, Google Streetview images.Contact with Millbrook Street is only fleeting. The old tramroad headed away to the West after only a short distance. The footpath shown in the centre of the next Google Streetview image follows its ancient route!The route of the old tramroad through Gloucester can be found in D.E. Bick’s book, [2: p16] and B. Baxter’s article. [3: p118], rather than reproduce either of these images here, the route is followed in detail on OS Map extracts. The first of these shows the length from Tramway Crossing/Junction on Horton/Derby Road in the East to very close to the old Eastgate Station (LMR). One its way, as we have already noted the line touched Millbrook Street and then ran across the backs of the houses on Napier Street towards Barton Iron Foundry. To the North of the old route today is Widden Primary School, and the ASDA superstore.Causton’s 1843 Map of Gloucester shows the Tramroad at this location in open fields. The tramroad was, in 1843, in the heyday of its working life and had not been encroached upon by development. Its route is highlighted in yellow on this extract. [6]

In the extract from Causton’s map above, the tramroad is seen entering from the East and then turning sharply towards the Southwest as it approached what in 1843 was the outer limits of the built-up area of Gloucester. The street entering from the West is Cambridge Street. Marked on the extract is a passing loop. just to the West of the sharp curve in the alignment of the tramroad and perhaps of greater significance a branch heading way to the North along what was to become first Barton Lane and then Station Road.

At this time, there was no Eastgate Station. Gloucester’s only railway station was located on the site of the complex that in the 21st Century continues to serve as Gloucester’s Railway Station. The railway station, in 1843, was to the North of the Tramroad.

The tramroad predated the larger-gauge network in Gloucester and a link must have been provided to connect the Railway Station with the Tramroad when the larger scale lines were opened.

Later maps suggest that the tramroad link to the station was replaced by a larger-gauge (broad-gauge) siding. [4: 1852 Board of Health Map]

To the South, the tramroad ran down to a level-crossing at Barton Street and onto Park Road (or Park End Road). Just South of Barton Street there was another passing loop provided. This length of the tramroad had to be maintained even after the construction of the larger scale railways which used its route over this very short section.

Baxter notes that this section of the tramroad, “was used by the two railways which jointly bought the tramroad shares, but, as the tramroad continued to work independently for more than twenty years after its acquisition, the tramroad track must obviously have been maintained on a course parallel with the new railway.” [3: p119]Sadly, the large scale .jpg image of Causton’s 1843 Map, that I have access to, does not cover the full extent of the tramroad. The tramroad leaves that copy of the map just to the Southwest of the passing loop which we have already noted and which appears at the bottom of the extract above. [6] Other copies of Causton’s map available on line are not so well defined and are blurry. They do, however, show the tramroad looping through open fields as it turns Westward.

Just off the bottom of the copy of the map that I have, the tramroad turned to the right and took a Westerly course along what became Park Road. It ran on the Northside of Park Road. This is shown on the alignment included by me on the OS Map below after significant property development in the city.OS Map from before the construction of Eastgate Station. The map comes from around the 1880s which means that the tramroad was abandoned by the time it was drawn.The Tramroad turns through 90° to head West. This plan is part of a series from 1852. [13]

The tramroad re-appears on my copy of Causton’s map as it travels along the length of Park Road, just to the East of Parker’s Row (later Wellington Street). It is helpful that this length appears on Causton’s map as it allows us to identify a Gloucester and Cheltenham Tramroad depot at the junction of Parker’s Row (Brunswick Road) and Park Road.These buildings stand at the corner of Brunswick Road (one time Parker’s Row) and Park Road on the site of what was once the tramroad depot (Google Streetview).What remains of the Depot in the early 21st century (Google Streetview).

The Gloucester and Cheltenham Tram Road is clearly annotated on Causton’s Map. The route is highlighted in yellow again. [5]OS Map extract from 1880s [5]Looking ahead to the West along the line of the old Tramway (Google Streetview)A view East along Old Tram Road (Google Streetview).Looking West on Old Tram Road (Google Streetview).Looking West along Albion Street (Google Streetview).The route of the Old Tramroad down Albion Street towards Southgate (Google Streetview).Looking back to the East along Albion Street, the route of the old Tramway. The building to the right of the old Tramroad route is the Whitesmiths Arms, the lower portion of the building, on the right-hand edge of the photograph was apparently the only building south of the city walls that was not destroyed during the siege of Gloucester in 1643 during the English Civil War (Google Streetview).

The next sequence of maps are also extracts from Causton’s Map They show the full length of the tramroad alongside the docks with the route from Cheltenham appearing as two lines entering from the right in the bottom map extract of the sequence. The tramroads have again been lightly highlighted in yellow.Gloucester Docks Tramroads before the coming of the railways as shown on Causton’s Map of Gloucester from 1843. The two tramroads shown leaving the bottom right of the map extract immediately above become one tramroad within no more than a few yards and that single tramroad crossed Lower Southgate Street and headed off along Albion Street. [5] In 1824, the Barge Arm, referred to on the above maps as the Barge Dock, was opened and was served by a series of 18 sidings from the tramroad. [6]

The Barge Arm was constructed in 1824-25 permitting smaller vessels to load and unload without occupying space in the main canal basin. Hugh Comway-Jones says that ”the surrounding land was divided into eighteen yards on each side, each yard having a frontage of only  twenty feet, although some tenants rented more than one yard. Each pair of yards was served by a siding of the Gloucester & Cheltenham Tramroad. A surviving inventory of 1834 shows that one yard was surrounded by seven foot high fencing, with a pair of gates which opened on wheels. In the yard was a manually operated cast-iron crane capable of pitting seven tons, a tramroad wagon and several barrows used for transferring cargoes between the boats and the tramroad.” [8: p31]

Conway-Jones goes on to describe the various different yards around the Barge Arm and to note that the loss of the tramroad in 1861 was quickly rectified by the provision of sidings by the Midland Railway and by an adjustment of levels of the quay by the dock company. [8: p31]

Tramroad Blocks excavated near the Barge Arm in 1983. Cast Iron plates recover from another location have been placed on the blocks to show the Tramroad construction. [11]

Excavations were undertaken close to the Barge Arm in 1983 and these uncovered some examples of the Tramroad sidings. An example is shown in the adjacent image. (A better picture can be found in Conway-Jones earlier book of 1984. [10: p21])

There is also a map of 1829 which shows the tramroad sidings serving the Barge Arm and with similar sidings on the East side of the main Canal Basin. That map was drawn by Sutherland. [10: p31] The south side of the Barge Arm is also shown on the 1852 series of Health plans as being served by the tramroad. [13]

The 1852 plan showing the tramroad serving the south side of the Barge Arm despite the fact that by this time the north side was served by the Midland Railway. [13]

Looking West into the Docks complex at Gloucester with the approximate Tramroad alignments shown in red (Google Streetview).Reconstructed Trams placed on typical plateway rails on one of the lines of the old Tramroad (Google Streetview).A siding passed down to the East of the Barge Arm (Google Streetview).Approximate Tramroad alignments further into the docks (Google Streetview).At this location, two of the tramroad arms are remembered with rails let into the modern paving (Google Streetview).The old Tramroad route North through the site of the docks (Google Streetview).The old Tramway route between the River Severn and the County Gaol (Google Streetview).

I have not provided extracts from the later 1880s OS Map for the area around the docks, as by that time the docks were served primarily by larger-gauge edge-railways rather than the old plateways and those railways dominate the old maps from that period. There is an excellent reproduction of the 1902 OS Map in Hugh Conway-Jones, ”Gloucester Docks: An Historical Guide.” [8: p30] A similar map can be found on the website of British History Online. [12] And there are an increasing number of online resources available for those who are interested. [9]

Interestingly Bick records the fact that the plateway north of the dock entrance was abandoned in the late 1840s or thereabouts. [2: p27] This is supported by the 1852 series of Health Maps which show the north side of the Barge Arm being served by the Midland Railway. [13]

We have now followed the full length of the Old Tramroad. There are a few other bits and pieces that it is worth us considering before we complete this series of 4 articles about the line.

Tramroad Traffic and Operations

There is short document produced by the Gloucestershire Society for Industrial Archaeology about the Tramroad. [6]. In this document a short paragraph provides details of the operation of the tramroad: “At its peak operating period, the tramroad must have been very busy with up to 60 journeys each day carrying over 35,000 tons of general materials and 20,000 tons of stone from the Leckhampton quarries in a single year. Despite competition from the railways and the Coombe Hill Canal, coal from the Forest of Dean was the main material transported along the tramroad, being preferred to Midlands coal and cheaper to purchase. Many different commodities were carried, from stone water pipes from the Guiting Power Stone Pipe Company between 1812-1815, to iron from Horsley in the West Midlands for the new Cheltenham gas lighting project in 1819.” [6]

Other sources such as D.E. Bick note that a tram trains usually consited on 2 trams. Thjis was the usual maximum which could be managed by one horse and the limiting factor was the gradient on the Cheltenham side of Staverton Bridge. I find it really interesting that the tramroad followed a prctice which eventually became prevalent on standard gauge lines of augmenting the power of a locomotive with another on steep sections of line. Stables were provided at Staverton Bbridge for horse which provided support for the tram horses climbing the 1:100 gradient near Arle Court. Could we use a term which became familiar with railways? Could we call this an early example of the principle of ‘banking’? [cf. 2: p36]

Maintenance of the Tramroad

Plateways were  maintenance intensive. They required the short cast-iron plates to be leveled regularly, they were particularly intolerant of over-loaded trams. The GSIA document says: “The ‘L’ shaped design of rails needed to be kept clean to prevent derailing of wagons.  Replacement of broken cast iron rails was frequently necessary; this may have been aggravated by the desire to carry loads in excess of the weight capacity of the rails. It was reported that poor and unstable ground also contributed to the difficulties of keeping the permanent way open.” [6] It seems that the income derived from the carriage of materials and the tolls levied was never significantly more than the cost of maintenance of the line. [2: p38]

Theft of plates was apparently a common occurrence. Bick quotes one example of a theft of 58 of the plates by one individual. [2: p38]

The Demise of the Tramroad

There were a number of factors which influenced the timing of the final closure of the tramroad. These included:

  • The rapid decrease in profits after about 1841. Bick quotes figures which show that a profit of £2,100 in 1841 decreased to about £1,000 in 1850 and to less than £100 by the end of the 1850s. [2: p40]
  • The tramroad was, at one time, the most convenient method of transporting Forest of Dean Coal to the Gasworks at Cheltenham. With the opening of the Midland Railways lines in the area it became possible for that traffic to travel entirely by rail and the tramroad could not compete. [2: p40] Talking about this, Wikipedia says: “The South Wales Railway opened in July 1854 and the tramroad suffered a serious blow, as the Forest of Dean minerals could now come much more expeditiously by rail throughout. Its main business was now the conveyance of Leckhampton stone to Cheltenham, its advantage being that it could unload at any point along its line as compared with the Midland Railway which was obliged to do so at a goods depot.” [7]
  • One section of the line was overshadowed by the newer edge-railways. … A decision was taken to push a standard-gauge line through Gloucester, close to the alignment of the tramroad where it crossed Barton Street in Gloucester and ran down Park Road. The tramroad and the railway co-existed for a time, although the standard-gauge line cut the tramroad access to the Great Western Railway Station. This removed what had been an important link from the Railway Station to the docks using the tramroad.
  • Conway-Jones notes that traffic was, “seriously affected by the arrival of the railway [at the docks] and by the loss of the northern end of the tramroad which was cut across by the excavation for the new dock.” [10: p55] He also notes that coal traffic decreased significantly “in the face of competition from the railways, and complaints about the bad state of the rails running unguarded through the streets.” [10: p71]
  • Baxter points out that the Birmingham & Gloucester Railway Act of 22nd April 1836 “empowered that company and the Cheltenham & Great Western Union Railway to buy the tramroad shares, and each paid £17,500 for a moiety in the early days of 1837. Very little of the early route was adopted for the new railways.” [3: p117-118] The purchase of these shares gave their successor companies a major say in the future of the tramroad. When some local interests sought to keep the Tramroad in use after powers to close it had been sought and won, these major shareholders stepped in to ensure closure and the sale of the company’s assets. In particular, most of the plateway was lifted and sold, a large proportion ended up in the Forest of Dean. [14]
  • One short section of the Leckhampton Branch remained open for the carriage of stone until late in the 1890s. [14]

The Tramroad served for about 50 years and was a major contributor to the local economy. It’s value to Cheltenham was significant. It brought Forest of Dean coal to the Gas Works which supplied the town’s gas and allowed for significant exports of limestone for building and road construction. It remained popular with a number merchants right up to its demise, as it offered a greater flexibility for deliveries than the newer railways. Ultimately, it seems that it’s end arrived because other forms of transport became cheaper and were faster, even if less flexible.

References

  1. https://osmaps.ordnancesurvey.co.uk/51.86236,-2.22658,18, accessed on 6th May 2020.
  2. D.E. Bick; ‘The Gloucester & Cheltenham Railway and the Leckhampton Quarry Tramroads’; The Oakwood Press, 1968.
  3. B. Baxter; The Route of the Gloucester & Cheltenham Railway; The Railway Magazine, February 1953: p117-121 & p133.
  4. https://maps.bristol.gov.uk/kyp/?edition=glos, accessed on 6th May 2020.
  5. https://upload.wikimedia.org/wikipedia/commons/e/e6/Causton’s_1843_map_of_Gloucester.jpg, accessed on 4th May 2020.
  6. https://www.gsia.org.uk/gct/gsia-tramroad-history.pdf, accessed on 30th April 2020.
  7. https://en.wikipedia.org/wiki/Gloucester_and_Cheltenham_Tramroad, accessed on 30th April 2020.
  8. Hugh Comwy-Jones; Gloucester Docks: An Historical Guide; Black Dwarf Lightnoor Publications Ltd., Lydney,  Gloucestershire, 2009.
  9. On-line Maps, over-and-above those developed by Google and Microsoft, include those available from the National Library of Scotland, https://maps.nls.uk; the Ordnance Survey, https://osmaps.ordnancesurvey.co.uk; Know Your Place, https://maps.bristol.gov.uk/kyp/?edition=glos.
  10. Hugh Conway-Jones; Gloucester Docks: An Illustrated History; in the County Library Series, Allan Sutton, Gloucester and Gloucestershire County Libraries, 1984.
  11. https://www.gloucesterdocks.me.uk/studies/tramroad.htm, accessed on 25th April 2020.
  12. https://www.british-history.ac.uk/vch/glos/vol4/pp251-258, accessed on 8th May 2020.
  13. http://www.glosarch.org.uk/glosmapsprospectspdffiles.html, accessed on 8th May 2020.
  14. Bick provides some details of the machinations which went on around closure [2: p27-29] Once the abandonment Act was obtained in 1859, initially little was done by those empowered to take action. It wasn’t until March 1861 that significant action was taken by the GWR to enforce closure and sale. One small remnant of the line was, as we have noted in a previous article, trained almost to the arrival of the 20th century. [2: p29 & 51]

The Gloucester and Cheltenham Tramroad – Part 3

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The Mainline Southwest from Knapp Toll Gate in Cheltenham to Gloucester

At Cheltenham the Tramroad terminated at Knapp Toll Gate which was the start of the Turnpike Road to Gloucester. Chris Green says: “The final section ran to the end of The Knapp (in New Street) but was revised to end at the existing turnpike gate on Tewkesbury Road, located at Cheltenham’s western “town’s end” (now Townsend Street).” [1] This suggests that the line was extended a short distance North on Gloucester Road to its junction with Tewkesbury Road. Townsend Road is the extension to Gloucester Road beyond Tewkesbury Road.

We noted in previous articles that most of the descriptions of the Gloucester and Cheltenham Tramroad start from the Docks in Gloucester and run through to Knapp Toll Gate and then talk of the branch to Leckhampton Hill. Their narrative ignores the way in which the tramroad was constructed. Work started first at Leckhampton Hill and once the branch was completed then focussed on the short length from the branch to Knapp Toll Gate before looking towards Gloucester. Bick comments to this effect in his book of 1968: “Initial efforts concentrated on the Leckhampton branch and that  part of the mainline from the junction to the terminal depot in Cheltenham. The depot covered one and three quarter acres. The site is now bounded by Market Street and Gloucester Road.” [2: p9-10]

Baxter also notes that the Toll Gate can be picked out on Merrett’s map below. [3: p120]

An extract from Merrett’s Plan of Cheltenham from 1834.

In Merrett’s early plan of Cheltenham above, the Gas Works are shown occupying a small site adjacent to Coach Road. The next plan below does not record that site as Gas Works but the outline of the buildings is similar once one ignores the frontage onto Tewkesbury Road..

This relatively indistinct copy of a 1843 engraving may well be based on an earlier survey as the Gas Works appears to occupy a smaller site than shown on the 1834 plan above. The tramroad is shown terminating in the top-middle of the extract from the map, in a similar position to that shown on Merrett’s plan from 1834. [5]

D.E. Bick [2] provides a sketch plan of the area around the Tramroad Terminus/Depot which is reproduced below. It shows the area in the early 1850s. Development since 1834 has been significant. A series of short branches from the Tramroad main-line serve a number of different sites in the immediate area. BIck comments that the development of the Gas Works was a significant factor in the Tramroad becoming profitable. He says that they were one of two developments that were “of lasting importance to trade on the tramroad. … Sidings for coal trams were laid into the works and remained in use until about 1850 when cheaper supplies were available from the Midland Railway coal sidings some half mile away.” [2: p14]The Tramroad Terminus in Cheltenham, D.E. Bick provided this sketch plan in his book of 1968 .[2: p17]The same location on a plan of 1855 with the tramroad rails annotated with red dotted lines. The crucial position of the junction of the various roots has been lost because of damage to the original map(s). The source for these specific maps is the website ‘Know Your Place’. [15]

Chris Green comments that, “the main wharves formed Cheltenham’s first industrial estate with its mixture of trades. They lay alongside the ancient tithing boundary between Alstone and Cheltenham which was delineated by a new highway – now Market Street.” [1]

By 1901, the date of the OS Map below, [4] the area has changed significantly. All signs of the tramroad are long-gone. The Depot, prominent on the sketch map is now used for housing. Alstone Terrace has been subsumed into an enlarged gas works site. Knapp Road is now Market Street and the site of Albion Brewery now appears to the the town Cattle Market. The layout of the streets is very similar in both the sketch map and the OS map extract.OS 25″ Map from 1901 sourced from the National Library of Scotland [4]

Plaque on the Hop Pole Inn on Gloucester Road. [6]

The area is much less easy to recognise in the 21st century. The Hop Pole Inn which was at the corner of Market Street and Gloucester Road is still there but apparently closed. [6] The building still bears a plaque to highlight that it was built on part of the site of the old Tramroad Depot. The Gasworks site is now the home of Cheltenham’s Tesco Superstore. And at the southern corner of the old gasworks site, there is a clever but sad memorial to one of the old gasometers.The site of what once fwas the town gas works in Cheltenham is now the location of its Tesco Superstore (Google Streetview).DW Sports have built their store on the footprint of one of the old gasometers (Google Streetview).The Depot area in the 21st century (Google Maps).

The Tramroad between Knapp Toll Gate and the Junction with the Branch line to Leckhampton Hill followed the Southeastern verge of Gloucester Road in a Southwesterly direction to the junction at what soon became Queens Road. Beyond that point the line ran across the entrance of what was to become first Lansdown Station and then Cheltenham Railway Station down to the junction between Gloucester Road and Lansdown Road.

Baxter, writing in 1953, talks of two cottages built after the closure of the Tramroad. “At the junction of Lansdown Road and Gloucester Road are two houses curiously built in a position sideways to the Gloucester Road with their front doors facing each other across to narrow elongated front gardens which are obviously the width of the original Tramroad land, and it seems almost certain that these represent two plots of tramroad land sold off for building.” [3: p121]

I have looked at a number of maps from around the time that Baxter was writing, and found it difficult to identify the two properties that he refers to. Two examples of the maps are below and they are accompanied by an aerial image from the 1930s of the same area.Publishing this article has produced a very helpful response from Richard Beamer. I have produced an enlarged extract from the second OS Map above which shows the two properties concerned. This results in a slight amendment to the alignment of the tramroad away from the kerb of Gloucester Road into what are now the front gardens of some of the properties. Richard Beamer comments that these two cottages had disappeared by the time of mapping work undertaken in the 1960s.

Beyond the junction between Gloucester Road and Lansdown Road the tramroad continued along the Southern verge of Gloucester Road. You might expect that the turnpike road was in existence before the tramroad was constructed, however, the reverse is true. The turnpike road was not constructed until the tramroad was operational. Bick tells us that in the same parliamentary session that saw the  tramroad powers granted (April 1809) a parallel Acts was granted authorising “a new turnpike road from [Cheltenham] to meet the existing Gloucester road at Staverton Bridge. …The turnpike road and tramroad … were largely supported by the same people, and the new road was planned to run alongside the tramroad, taking advantage of its easy gradients and ready conveyance of stone for construction. … Stone for the road’s upkeep was to be carried toll free on the tramroad. ” [2: p8]

As we have noted the tramroad route was chosen to minimise the use of gradients which would have limited the capacity of the trams. Bick comments that the turnpike road was as a result not a great success, as the route was longer than it needed to be for road traffic. “Financially the road never compared with its iron companion.” [2:p8]

Road and tramroad were tightly paired as they travelled Westwards. The modern roads follow, relatively faithfully the line of the old Gloucester Road.

On the Google Maps extracts above, the tramroad alignment is plotted over the current road arrangement. For a distance it runs along the South side of the A40 before turning away up the old Gloucester Raod (B4063). In order to make the modern road alignments work at the junction of the A40 and the B4063 the modern alignment of the B4063 has been moved away from its old alignment and so also from the tramroad.The old tramway and the old turnpike road followed the approximate route shown above. The roundabout from which the picture is taken is the junction of the B4063 and the A40. The B4063 heads along the right side of this image (Google Streetview).The view back to the East along the alignment of the old Tramroad towards the modern roundabout junction with the A40. The modern B4063 is on the left of the image. (Google Streetview)Looking to the West along the B4063 today. (Google Streetview)

The route of the old tramroad line runs from Arle along the B4063 towards Staverton. It is thought that the old Tramroad ran a little removed from the turnpike road at the point where the Old Goucester Road meets the B4063. The verges at this location in particular are wide and may have accommodated a stabling point for the horses which pulled the trams and the tramroad itself probably passed behing the pub at this location – the former Plough Inn (now White Lion House (AGD)).The route of the old tramway probably passed to the South of the pub at Staverton Junction. (Google Streetview)25″ OS Map from the early 20th century. [7]

The Hare and Hounds Pub in the 21st Century. (Google Streetview)

Beyond Staverton, the road and the tramroad converged again and the old tramroad followed the Southern verge of the road once again. Halfway Bridge was once two parallel structures with three brick arches which took both turnpike and tramroad across Norman Brook. “The tramroad bridge … has long since disappeared, but a perfect image of it remains supporting the B 4063 itself.  We know this because in January 1818 an advertisement appeared for contractors to build a new road bridge with three arches ‘to correspond and adjoin with those under the Rail Road’.” [10]

There has been a significant amount of modern development in the immediate vicinity of the B4063 as it passed to the Northside of the Airport and on into Churchdown before gradually drifting back towards what is now the A40 but which was just open fields!

On the way down to the location of the modern roundabout, the tramroad passed behind the Hare & Hounds Pub. The alignment close to the rounabout followed the old B4063 which was diverted to provide good access to the new A40 roundabout.

Some realignment of the B4063 has therefore taken place which takes it away from the old turnpike and tramroad alignment. The first side-by-side images below [8] demonstrate that movement. The old tramroad alignment is now lost under the A40 roundabout!

Again, just beyond Elm Bridge, the tramroad deviates away, for just a short distance) from the modern B4603 following the alignment of the old highway. The second side-by-side images illustrate this. [9]It then crossed Cheltenham Road and ran down along what is now Elmbridge Road. Baxter indicates that when the tramroad was built it crossed open fields along this length. The road was built after the tramroad was in use. [3: p120]The Tramroad runs down Elmbridge Road into Gloucester [11]Elmbridge Road became Armscroft Road to the south side of Ermin Street. Ermin Street is now the A38 Barnwood Road. [12]

At the point where Armscroft Road turned sharply to the Southeast the old Tramroad made its way across open-ground. Its route could still be followed as a footpath on an embankment until relatively recently and part of the route remains as a tree-lined route towards what was Gloucester Locomotive Depot.. The depot is just visible to the bottom left of the map extract above. The map extract below comes from the OS Maps online and the old Tramway route is marked with dotted red lines [12] It left Armscroft Rod, passed across the end of what is now Brookfields Mews and then ran on to cross Wotton Brook before crossing the Gloucester MPD site.

1855 Ordnance Survey Map. [13]1901 Ordnance Survey Map. [14]

Baxter commented in 1953, that the length of tramroad from Armcroft Road to Barnwood LMR Locomotive Shed and Depot  was one of “the few real traces of the tramroad, in the form of a length of original embankment some 350 yd. long. This provides, ” he says,”a convenient footpath for enginemen going to and from the sheds from the Barnwood district. For this reason, a culvert which formerly carried the embankment over the Wotton Brook, and which has at some time been washed out by a flood, has been replaced by a footbridge built of old railway sleepers.” [3: p120] As we have seen, a portion of that embankment remains, the original footbridge sleepers have been removed  and the bridge now has a tarmac surface and is part of a cycle track/footpath between Blinkhorns Bridge Lane and Metz Way.

The next article in this series will cover the length of the tramroad from  Barnwood MPD to the docks in Gloucester.

References

  1. Chris Green; The History Of Alstone – Volume 1; http://www.historyofhestersway.co.uk/vola1/ha1_11.php, accesssed on 4th May 2020.
  2. D.E. Bick; ‘The Gloucester & Cheltenham Railway and the Leckhampton Quarry Tramroads’; The Oakwood Press, 1968.
  3. B. Baxter; The Route of the Gloucester & Cheltenham Railway; The Railway Magazine, February 1953: p117-121 & p133.
  4. https://maps.nls.uk/geo/explore/#zoom=17&lat=51.90571&lon=-2.08672&layers=168&b=1, accessed on 4th May 2020.
  5. http://www.rareoldprints.com/z/20611, accessed on 30th April 2020.
  6. https://www.closedpubs.co.uk/gloucestershire/cheltenham_hoppole.html, accessed on 4th May 2020.
  7. https://maps.nls.uk/geo/explore/#zoom=17&lat=51.90047&lon=-2.15933&layers=168&b=1, accessed on 5th May 2020.
  8. https://maps.nls.uk/geo/explore/side-by-side/#zoom=17&lat=51.88077&lon=-2.19707&layers=168&right=BingHyb, accessed on 5th May 2020.
  9. https://maps.nls.uk/geo/explore/side-by-side/#zoom=17&lat=51.87578&lon=-2.20740&layers=168&right=BingHyb, accessed on 5th May 2020.
  10. https://glostransporthistory.visit-gloucestershire.co.uk/First%20Railways%20in%20Gloucester.htm, accessed on 5th May 2020.
  11. https://maps.nls.uk/geo/explore/#zoom=17&lat=51.87403&lon=-2.20985&layers=168&b=1, accessed on 5th May 2020.
  12. https://osmaps.ordnancesurvey.co.uk/51.86335,-2.22055,18, accessed on 5th May 2020.
  13. https://maps.bristol.gov.uk/kyp/?edition=glos, accessed on 6th May 2020.
  14. https://maps.nls.uk/view/109724691, accessed on 6th May 2020.
  15. https://maps.bristol.gov.uk/kyp/?edition=glos, accessed on 7th May 2020.