Immediately after publishing the article about the most southerly length of the Branch (Part 3), I was contacted by Ian Turpin who built a model of Coalport East Railway Station some years ago. He sent me a copy of the 1″ 1833 Ordnance Survey (revised in the second half of the 19th century to show the railways of Shropshire) which covers the Branch.
In addition, as part of his research for his model railway project he took a number of photographs in and around both Madeley Market Station and Coalport East Station in the late 1980s. This addendum catalogues the pictures that he took. My thanks to Ian for providing these photographs, some of which show scenes which have disappeared since they were taken.
At the end of this article are pictures of Ian Turpin’s layout which he kindly sent to me.
But first, a series of pictures associated with the Branch which have come to light since the three articles were completed. ….
An aerial view of Coalport (East) Railway Station extracted from a larger aerial image included by Heritage England on the Britain from Above website. The view is from the South across the River Severn in 1948, (EAW019495) [1]This view looks to the West along the Branch from Coalport (East) Station. It emphahsises the gradients on the line. The gradient started immediately at the station throat as the gradient marker indicates. After passing under the overbridge trains encountered even steeper gradients. Looking through the bridge the increased grade can be seen. The bridge in this picture carries Coalport High Street and remains today to allow the Silkin Way and a rainwater sewer main to pass under. Pictures below show the propping required to allow the bridge to continue to carry road loading. [National Railway Museum]A picture of Coalport East Station in 1958, only a couple of years before final closure. This view looks West under the road bridge which spanned the Station. It was shared by Metsa Vaim EdOrg on the Telford Memories Facebook Group on 9th November 2020. [2]The dismantling of trackwork at Coalport East Station after the closure of the Branch. This picture was shared by Metsa Vaim EdOrg on the Telford Memories Facebook Group on 11th December 2021.[3]After the removal of the Branch trackwork, the route of the old railway was commandeered to provide a route from Telford New Town to the River Severn for the rainwater drainage main sewer. During construction,. the sewer was very prominent. After construction and with landscaping in place, only short section of the sewer pipe remained visible. Much of the length is now below the Silkin Way and in earlier articles we have seen evidence of its presence. This picture was shared in a comment on the image above by Geoff Martin on 12th December 2021. [3]A picture of the site of Coalport East Station in 1987. This view is taken from the same location as the photograph of 1958 above. It looks West under the road bridge which once spanned the Station. It was shared by Metsa Vaim EdOrg alongside the 1958 image on the Telford Memories Facebook Group on 9th November 2020. It illustrates the way in which the site has changed with the introduction of the main rainwater sewer. It precedes the pictures taken by Ian Turpin by only a year or two. [2]This photograph from the 1930s shows Coalport Bridge in the foreground. The Carriage Shed at Coalport Station can be seen immediately above the bridge. This image was shared by Marcus Keane on the Telford Memories Facebook Group on 18th March 2014. [4]Lin Keska shared this postcard image of Coalport Bridge in the comments about the above image on the Telford Memories Facebook Group on 26th February 2019. The passenger facilities can be seen to the left of the bridge. The carriage shed is again visible above the bridge and the high retaining wall behind the station site can be picked out to the right of the image. [4]Lin Keska also shared this image in the comments on the same post on 26th February 2019. This picture was taken in the 1960s. The site of the passenger station is now overgrown and the Carriage Shed has also been removed. [4]This photograph shows the front of the passenger facilities at Coalport East Station after closure of the passenger service in the 1950s. It was shared by Marcus Keane on the Telford Memories Facebook Group on 26th August 2015. [5]
Secondly, Coalport River Severn Warehouse
A close inspection of the 1881 6″ or 25″ Ordnance Survey will show a building straddling two of the sidings in the goods yard to the West of Coalport Station.
The 1881 6″ Ordnance Survey [6] shows a warehouse building alongside the River Severn to the West of the passenger facilities at Coalport East Station. This was the River Severn Warehouse noted fleetingly by Bob Yate in his description of the Branch. [7: p183]
Yate notes this warehouse in his shirt description of Coalport East Station: “Two run-around loops gave access to a small goods yard, and to the goods warehouse alongside the River.” [7: p183] By the time of the 1901 Ordnance Survey, the main warehouse element of the building had been demolished, leaving only a truncated section which acted as a good shed. The only picture that I have found of the building dates from after it had been partially removed.
Third, the relevant parts of the 1″ Ordnance Survey of 1833(revised to show rail routes). …
This first extract from the 1″ Ordnance Survey shows the length of the Coalport Branch covered in my first article about the line, Hadley Junction to Malinslee Station.This extract shows the length covered in Part 2 – Malinslee Station to Madeley Market Station. The thick black lines drawn on the map represent possible schemes to line the different rail routes in the immediate area.This extract shows the length of the Branch covered by the third article, from Madeley Market Station to Coalport Station (Coalport East Station).
Fourthly, Ian Turpin’s photos of Madeley Market Station. … Madeley Market Station Building seemed a little isolated and forlorn back in the late 1980s, although it seems not to have suffered any significant vandalism. The pictures were taken with a mind to being able to recreate the facilities at Coalport in model form as the buildings were of similar construction.
The Bridge Toll House at street level in the 21st century. The building originated as a warehouse (1793-1808), was in use as house by 1815 and as tollhouse from 1818, when the adjacent Coalport Bridge underwent major repairs. Shropshire County Council became owners in 1922, and it was restored after it passed to the Buildings at Risk Trust in 1994. [9]
The cottages to the North of the river and to the South of the Station site. The next two photographs show the same cottages from the NorthThe same cottages as shown on Google Streetview with the Bridge Toll House on the right. [Google Streetview, April 2023]
The photographs taken by Ian Turpin were all used as background material for the construction of a model railway centred on Coalport (East) Railway Station. The pictures were taken in the period before the road-bridge across the Severn was renovated.
And, before we turn to the photographs of Ian Turpin’s layout, …. two extracts from LNWR publications. The first of these shows the 1905 timetable for the Branch, the second is the LNWR working directions of 1917 for operating Motor Trains on the Branch. Both of these were forwarded to me by Ian Turpin. The working timetable shows that the Branch was worked by two engines. A two-coach motor-train worked the branch from May 1910 until sometime after the grouping with 50ft x 8ft arc roof stock (converted from ordinary non-corridor stock). The Branch was by this time rated third class only. Of the two coaches, one was LNWR No.103 (LMS No. 53450 and the other was LNWR No. 1815 (LMS No. 5338).
Ian Turpin’s layout which featured in The Railway Modeller in the 1990s.
Ian Turpin sent me the superb photographs of his excellent model below. They were taken for an article about his layout which was published in the Railway Modeller in the 1990s. He has very kindly agreed to their inclusion here.
Bob Yate; The Shropshire Union Railway: Stafford to Shrewsbury including the Coalport Branch; No. 129 in the Oakwood Library of Railway History; The Oakwood Press, Usk, Monmouthshire, 2003.
After writing recent articles about the northern section of the branch, I was contacted by David Bradshaw, co-author with Stanley C. Jenkins of ‘Rails around Oakengates’, an article in Steam Days magazine in March 2013. L, offering permission to use material from that article in this series of posts about the Coalport Branch. [1]
Along with discussion of all the railways in and around Oakengates (including the Lilleshall Co. private railways), David Bradshaw and Stanley C. Jenkins looked at the Wellington to Coalport Branch.
David suggested that I should use material from the article to supplement material included in my recent articles. My feeling is that the section of the ‘Rails around Oakengates’ article which covers the Coalport Branch should be reproduced in full. This addendum focusses solely on the relevant parts of the Steam Days article. [1: p168-170, 175, 176-177] ……..
The Wellington to Coalport Branch
The Great Western Railway had taken over the S&BR in 1854, and this may have prompted the LNWR to consider a scheme for converting the Shropshire Canal into a railway. This busy waterway was experiencing severe problems in terms of subsidence and water supply, and there was a major flooding incident in July 1855 when Snedshill tunnel collapsed. It was thought that the cost of repairs would probably exceed £30,000 and, faced with this heavy expenditure, the London & North Western Railway decided that the money would be better spent on the construction of a replacement railway from Hadley, near Wellington, to Coalport, which would utilise, as much as possible, parts of the troublesome canal.
The Coalport line passenger services became synonymous with Francis Webb’s ‘Coal Tanks’ (the sole survivor, No 58926, being a regular on the line), 300 of which were built by the L&NWR between 1882 and 1897 as an 0-6-2T derivative of Webb’s Standard ’17-inch’ 0-6-0 tender design. On 13 August 1947, in the last summer of the LMS, ‘Coal Tank’ No 7836 calls at Madeley Market station with a Coalport to Wellington working. The small town of Madeley was initially served by the Great Western Railway from 2 May 1859, on the Madeley Junction to Lightmoor route (the Madeley branch), and upon restarting its journey the depicted LMS train will pass over the GWR route at 90°. Madeley Market station opened with the Coalport line in June 1861, and clearly the local population found it more desirable to travel from here than on the GWR route, as the station on that line first closed to passengers in March 1915, as Madeley Court. W.A. Camwell/SLS Collection
It was then estimated that the proposed Coalport branch line would cost about £80,000, including £62,500 for the purchase of the waterway. Accordingly, in November 1856, notice was given that an application would be made to Parliament in the ensuing session for leave to bring in a Bill for the purchase and sale of the Shropshire Canal and the ‘Conversion of Portions thereof to Railway Purposes, and Construction of a Railway in connection therewith’.
The proposed line was described as a railway, with all proper stations, works, and conveniences connected therewith, commencing by a junction with the Shrewsbury and Stafford Railway of the Shropshire Union Company in the township of Hadley and parish of Wellington, in the county of Salop. at a point about two hundred yards westward of the mile post on the said railway denoting twelve miles from Shrewsbury’, and it terminated in the parish of Sutton Maddock, in the county of Salop, at a point ten chains or thereabouts to the east of the terminus of the Shropshire Canal at Coalport’.
The railway would pass through various specified parishes, townships, or other places, including Wellington, Hadley, Donnington Wood, Wrockwardine, Wombridge, Oakengates, Stirchley, Malins Lee, Dawley, Snedshill, Madeley, and Coalport, ‘occupying in the course thereof portions of the site of the Shropshire Canal’. Having passed through all stages of the complex Parliamentary process, the actual ‘Act for Authorising the Conversion of parts of the Shropshire Canal to Purposes of a Railway’ received the Royal Assent on 27 July 1857.
The canal was closed between Wrockwardine Wood and the bottom of the Windmill Hill inclined plane on 1 June 1858, although isolated sections of the waterway remained in use for many years thereafter. The work of conversion was soon underway, and on Thursday, 30th May 1861 The Birmingham Daily Post announced that the Coalport and Hadley line of railway would be opened on ‘Monday next’, implying that the first trains would run on 3rd May. In the event, this prediction was slightly optimistic, and on 12th June the same newspaper reported that, ‘in accordance with the arrangements arrested’. previously announced’, the Coalport branch had been opened for passenger traffic on Monday, 10tj June 1861.
As usual in those days, Opening Day was treated as a public holiday, and a large number of spectators had assembled at Coalport station to witness this historic event. ‘At the appointed time, the first engine, and train of first, second and third class carriages, moved off from the station, having a respectable number of passengers’.
The newly opened railway commenced at Hadley Junction, on the Stafford to Wellington line, and it climbed south-eastwards on a ruling gradient of 1 in 50 towards Oakengates (3.25 miles from Wellington), which thereby acquired its second station. Beyond, the route continued southwards, with intermediate stations at Dawley (6 miles) and Madeley Market (7½ miles), to its terminus at Coalport, some 9½ miles from Wellington. The final two miles of line included a continuous 1 in 40 descent towards the River Severn. An additional station was opened to serve Malins Lee, between Oakengates and Dawley, on 7th July 1862.
The steep gradients on this new line contributed to three alarming incidents that took place within the space of a few weeks, the first of which occurred shortly before the opening to passenger traffic, when a train of wagons ‘laden with bricks, stone and sand for the works now in progress at the Coalport terminus, under the care of a brakesman, suffered a brake failure and, ‘thus liberated, the train acquired excessive speed, dashed past the court, through Madeley, until it neared the entrance to the tunnel in Madeley Lane. Here, its further progress was arrested by a large plank being skilfully placed across the rails, and the insertion of some spragges in the wheels. Fortunately, no injury was done beyond destruction to the plank’
On 30 August 1860, The Birmingham Daily Post reported a similar incident, when a train of ballast wagons was traversing the line from Madeley’ and ‘a coupling chain gave way, causing the wagons to ‘dash down the gradient at a fearful velocity’. Fortunately, the ‘timekeeper’ at Coalport Works, aware that the runaways were approaching, threw a bar of iron across the line of rail, whereby its further progress was arrested’.
Incredibly, a third near-disaster occurred on the following day, ‘as the engine was returning from the Coalport terminus with a numerous train of empty carriages’. For reasons that were not entirely clear, the train derailed near Mr Eagle’s Chain Manufactory, which was on the highest embankment on the line and, having fallen part way down the 60ft embankment, the engine became deeply embedded in the earth, earth, a ‘great number of men and appliances’ being required to extricate it from its precarious resting place. It was subsequently revealed that the embankment had been subject to almost daily subsidence, which may have contributed to the accident.
The Coalport branch line was, from its inception, geared towards freight traffic rather than passengers, and there were numerous private sidings linked to nearby factories within the Oakengates Urban District. One of these sidings, known as Wombridge Goods, served Wombridge Iron Works, which had a connection with a surviving section of the Shropshire Canal. There was also Wombridge ballast siding and Wombridge Old Quarry siding, while other sidings served the iron foundry of John Maddocks & Son, and also the Lilleshall Company’s steel works at Snedshill.
Successive editions of The Railway Clearing House Handbook of Stations reveal further private sidings on the Coalport branch, including, in 1938, the Exley & Son siding and the Nuway Manufacturing Co siding at Coalport, and at Madeley Market there was the Messrs Legge & Sons’ siding and the Madeley Wood Cold Blast Slag Co siding.
The original train service consisted of three passenger trains in each direction between Wellington and Coalport, with a similar number of goods workings. This modest service persisted for many years, although an additional Thursdays-only train was subsequently provided in response to the increased demand on Wellington market days. In 1888 the branch was served by four passenger trains each way, together with five Up and three Down goods workings. By the summer of 1922 there were five Up and five Down passenger trains, with an additional short-distance service from Wellington to Oakengates and return on Saturdays-only.
In the final years of passenger operation, the timetable comprised five trains each way. In July 1947, for example, there were Up services from Coalport at 6.22am, 8.50am, 11.57am, 4.40pm and 7.40pm, with corresponding Down workings from Wellington at 8.04am, 10.02am, 1.40pm, 6.30pm and 9.15pm; a slightly different service pertained on Thursdays and Saturdays. The final branch passenger service in 1952. consisted of four Up and four Down trains, increasing to five each way on Thursdays and six on Saturdays.
A view looking north from the Canongate overbridge in Oakengates on 30 July 1932 finds a former L&NWR 0-8-0 in the goods yard, while passing on a northbound rake of five-plank wagons is a Webb 0-6-0, probably a ‘Cauliflower”. The sharply curved line on the extreme left is Millington’s siding, and this timber business was also served from the rear of the GWR goods yard, although the rival sidings to the sawmill were not connected to each other. From the GWR system an elongated siding crossed Canongate on the skew, it being one of four railway lines crossing this road, the others (all to the right of the photographer) being part of the Lilleshall Company system, although those relating to the Snedshill Iron Works would be in the hands of Maddock’s before the outbreak of war. The 0-6-0 is moments away from the platform ends of the LMS station, the properties to the right facing on to Station Hill, but it is worthy of mention that the photographer is equidistant from the GWR passenger station, out of sight to his left, and is even nearer to the industrial lines to his right, albeit they are much higher up the hill. Wrockwardine Wood crowns the distant hill. WH. Smith Collection Kidderminster Railway Museum.About 300 yards further south, and once again facing north, we overlook one of the busier connections from the Coalport line, our vantage point being the Holyhead Road overbridge, the old A5 trunk road. This view shows the Coalport branch in the cutting on the left, while the lines on the right connect to the former Snedshill Iron Works; a Hawksworth ‘9400’ pannier tank is seen shunting the siding in the mid-1950s. This was initially one of the connections to the Lilleshall network but in about 1938 the Lilleshall Company sold the Snedshill Iron Works to John Maddock’s & Son, an Oakenshaw-based engineering firm that was outgrowing its premises near the GWR station. Subsequent development saw the distant building become one of the most modem casting foundries in Europe, and post-war, pipe fittings became the principal activity. A.J.B. DoddA ‘9400’ 0-6-OPT, No 9401, is pictured with our previous vantage point in view. The bridge ahead is that carrying Holyhead Road across the Coalport branch, while rumbling beneath the photographer’s feet will be express trains passing through Oakengates tunnel; and it should also be remembered that the course of the Coalport line at this point was once a canal, because it was here that it sprang a leak! On the other side of the bridge is the link to the John Maddocks & Sons (ex-Snedshill Iron Works) siding, while the point diverging at the photographer’s feet is a spur south to the Priorslee Furnaces established by the Lilleshall Company. The L&NWR/LMS route in Oakengates was at a much higher level than that of the GWR, hence the tunnel, but most of the heavy industry that needed to be served was even higher up the hill, so the Coalport line from Oakengates (Market Street) station to here has been climbing at 1 in 50. With passenger operations on the branch eliminated in 1952, the freight-only days of this line saw the route’s ex-LMS identity blurred by the regular use of Hawksworth 0-6-OPTS on the daily goods job to Dawley & Stirchley, the line being cut-back to there from 5 December 1960, and of course the ‘TOAD’ parked on the running line further blurs traditional LMS and Western boundaries. A.J.B Dodd/Colour-Rail.com
Oakengates (Market Street)
The Coalport line diverged from the Wellington to Stafford route at Hadley Junction, and ran south-eastwards via Wombridge goods station, at which point various private sidings branched out to serve Hadley Lodge Brickworks and other industrial concerns.
Oakengates (LMS) on 9 August 1932, looking north towards the level crossing, complete with its diminutive L&NWR-designed Crossing box. Opened with the Coalport line as its primary intermediate station, the principal buildings are on the Wellington-bound side, with passenger facilities such as ticket purchases and Up-side waiting accommodated within the single-story. Trains would continue to call mere until 2 June 1952, less than a year after British Railways rebranded it Oakengates (Market Street), that being the road that lead to it, ather than Station Hill, which was its actual location. All the goods facilities were to the south of the station, part of the sidings being glimpsed to the left of this view, behind the fence, and these would be maintained until 6 July 1964 when the line from Hadley Junction to Dawley & Stirchley, the terminus of the Coalport line since 1960, would officially be taken out of use, although at some point the former Down line through here would be removed in the freight-only era. Mowat Collection
Oakengates, the largest station on the Coalport branch, was a short distance further on. The former LNWR and LMS station was renamed Oakengates (Market Street) on 18tj June 1951, to prevent confusion with the nearby GWR station, which was thereafter known as Oakengates (West). The town’s Coalport line station was orientated on an approximate north-to-south alignment, and its layout included Up and Down platforms for passenger traffic, with a level crossing immediately to the north of the platform ramps. The main station building was on the Up (northbound) platform, while the diminutive signal box was situated on the Down platform, in convenient proximity to the level crossing. The cabin was a standard L&NWR gable-roofed box, albeit of the smallest size.
Greetings from Oakengates. A commercial postcard, franked in October 1905, shows the station forecourt area of the LNWR station in Oakengates. The view is looking east up Station Hill, and the Methodist Chapel on the right was where my sister and I went to Sunday School in the late 1940s and early 1950s. Halfway up the hill, the Lilleshall Company main line crossed at road level and the disused canal passed under the road. David Bradshaw Collection
The main station building, which was similar to that at Coalport, was a typical LNWR design, incorporating a one-and-a- half-storey Stationmaster’s house at the rear, and an attached single-storey building, which contained the booking office and waiting room facilities. The single-storey portion faced on to the platform, and it featured two rectangular bays and a central loggia, which was fully enclosed by a wood and glass screen to form a covered waiting area. The residential block sported a steeply pitched slate-covered roof, whereas the booking office portion had a flat roof. The building was of local brick construction, with tall chimneys and slightly arched window apertures. This distinctive structure was erected, as were all the others on the line, by local builder Christopher Bugaley of Madeley. There was a detached gentlemens’ convenience on the Up platform, while facilities for waiting travellers on the Down platform comprised a small waiting room.
Two dead-end goods sidings at Oakengates were provided on the Down side, while the Up side sported a sizeable goods yard and a substantial goods shed. There was also a timber yard siding and an additional goods shed that was used by Millington’s, a local company. The 1927 Ordnance Survey map suggests that the timber siding ran to within a few yards of the local (Oakengates & District) Co-operative Society Depot, and it was hardly a stone’s throw from a connection from the GWR station. For a time I attended the Sunday School at the Methodist Chapel halfway up Station Hill and I was a regular at the classic Grosvenor Cinema, which was close to Market Street station. Halfway up Station Hill, the old canal and Lilleshall Company lines ran under and across the road respectively.
Motive Power on the Coalport Branch
The Coalport branch was typically worked by Webb ‘Coal Tank’ 0-6-2Ts, together with Webb 2-4-2Ts and ‘Cauliflower’ 0-6-0s. In earlier years the route had also been worked by L&NWR 0-6-0 saddle tanks such as No 3093, which was recorded on the line in 1895. The London & North Western Railway ‘Coal Tanks’, which included the still-extant No 58926 (seen on the Coalport line as late as 21 October 1950), enjoyed a long association with the route, but at the end of the LMS era these veteran locomotives were replaced by Shrewsbury-allocated Fowler class ‘3MT 2-6-2Ts, such as Nos 40005, 40008, 40048 and 40058. The goods trains, meanwhile, were worked by a range of ex-LMS locomotive types, including Fowler Class ‘3F’ 0-6-0s, ‘4F’ 0-6-0s, and also the occasional ex-L&NWR ‘Super D’ 0-8-0.
Webb 5ft 6in 2-4-2T No 6757 awaits departure from Coalport station with the 4.40pm service to Wellington on 5 September 1947, the use of a complete pre-Grouping era train on this duty being typical at this time. However, on the day the photographer noted that this ‘1P’ was in use instead of the usual ‘Coal Tank’, due to a locomotive shortage. More than likely it was the 4ft 5in driving wheels of the ‘Coal Tanks’, nominally ‘1F’-rated freight engines, that made them a more popular choice for the passenger jobs on this steeply graded line. Within a few yards of departing Coalport the branch climbed at 1 in 40, a grueling ascent, at worst 1 in 31, continuing almost relentlessly for about three miles, to a point just short of Dawley & Stirchley. The stop at Madeley Market, halfway up the climb, was either a blessing or a curse, depending on the health of the 19th century engine and its fire. I recall the ‘Coal Tanks’ on these duties, but by the time I started train spotting in 1951, these ex-L&NWR 2-4-2Ts had all been withdrawn. W.A. Camwell/SLS Collection
The passenger services, known locally as the ‘Coalport Dodger’ were poorly supported – except on market days in Oakengates and Wellington, and for the locally renowned Oakengates Wakes (Pat Collins Fair) – hence their early demise, particularly as the rival ex-GWR route to Wellington was more convenient. World War II staved-off closure for a few years, but in the early months of 1952 it was announced that passenger services would be withdrawn with effect from 2 June 1952, and as this was a Monday the last trains ran on Saturday, 31 May. Fowler Class ‘3MT’ 2-6-2T No 40058 worked the final trains, its smokebox adorned with black flags, a wreath and the chalked letters ‘RIP’.
A former L&NWR Webb ’17in Coal Engine’, LMS No 8148, is at the head of open wagons beyond the passenger extremity of the Coalport branch in about 1930, the carriage shed providing an attractive backdrop. This 500-strong class of engines were tender versions of the ‘Coal Tank’ design. The 0-6-0, outshopped new as L&NWR No 878 in June 1877, didn’t gain its post- Grouping running number until February 1926 and it would continue to serve the LMS until 1934; it is carrying the LMS (Western Division) shedplate for Shrewsbury, which had a two- road sub-shed at Coalport, this being attached to the other side of the carriage shed. Rail Archive Stephenson
Motive power on the line after the cessation of passenger services was often provided by Hawksworth ’94XX’ class 0-6-0PTs, such as Nos 9470 and 9472 (complete with broken front numberplate), or less frequently, by ’57XX’ class 0-6-0PTs. There was an incident when a ’57XX’ was derailed on the catch points just outside Oakengates station, although details are elusive. Wellington shed’s sole ‘1600’ class 0-6-0PT, No 1663, shunted the GKN Sankey sidings near the junction of the Stafford and Coalport lines and it is believed to have ventured up the branch on occasion.
A goods working which appeared at Oakengates after mid-day invariably featured an LMS Burton-based Class ‘3F’ or ‘4F’ 0-6-0, although on one unforgettable occasion, on 14th August 1957, Bath (Green Park)-allocated Stanier ‘Black Five’ class 4-6-0 No 44917, in ex-Works condition, turned up on this humble working. This train had apparently started life as a light-engine working that had left Shrewsbury (Coleham) at 5.10am and, on then reaching Shrewsbury (Abbey Foregate) at 5.35am, it picked up a goods working and eventually arrived at Priors Lee sidings, just outside Oakengates, at 2.20pm.
In the period from July to the end of October 1957, the following locomotives appeared on what local trainspotters called ‘the mid-day goods’ (although it actually arrived in the early afternoon) – Class ‘3F’ 0-6-0s Nos 43709 and 43809, Class ‘4F’ 0-6-0s Nos 43948, 43976, 43986, 44124 and 44434, and of course ‘Black Five’ No 44917 (71G).
It is interesting to note that excursion trains continued to run from Coalport after the withdrawal of the regular passenger services. On one occasion, around 1956, there were two excursions to the North Wales Coast on the same day, both of which were hauled by Class ‘5MT’ 4-6-0s. Only one of these workings stopped to pick-up at Oakengates, as the other ran straight through Oakengates station – it must have been one of the few examples of a ‘non-stop’ passenger working in the life of the line? On 23rd April 1955 the Locomotive Club of Great Britain joined forces with the Manchester Locomotive Society to run a ‘Shropshire Rail Tour’, which left Shrewsbury at 2.30pm behind ‘Dean Goods’ 0-6-0 No 2516 on a tour of local branch lines, which included the Minsterley and Coalport routes, the fare for this interesting excursion being 15s 6d.
A year or two later, on 2nd September 1959, the Stephenson Locomotive Society arranged a further tour of West Midland branch lines, including the Womborne, Minsterley and Coalport routes, a Swindon three-car Cross Country diesel-multiple-unit being provided instead of a steam-hauled train, ostensibly to ‘improve timings’.
Another abiding memory is of an excursion, believed to have been arranged by the late Cyril Poole, a teacher from Madeley Modern School, which departed behind a Hughes/ Fowler ‘Crab’ class 2-6-0 and returned in a tropical storm behind a ‘Super D’ 0-8-0, running tender-first. The train was made up to ten coaches and it took at least twenty minutes to surmount the 1 in 50 bank into Oakengates. Steaming was not an issue, but there were adhesion difficulties as the engine slithered and slipped up the bank – the noise level was something never to be forgotten!
References
D. Bradshaw and S.C. Jenkins; Rails around Oakengates; in Steam Days No. 283, March 2013, p165-179.
Wikipedia provides this schematic map of the Coalport Branch which highlights the key stations and sidings. [17]
History
The history of the Coalport Branch begins with competition between rival rail companies in the area during the mid 1850’s. The GWR had control of the industrial areas of East Shropshire, whereas the LNWR only had access to the area via the Shropshire Canal which ran from Trench down to Coalport.
The Canal was going into disrepair and suffering from water shortages and subsidence. Canals in the area were difficult to maintain as the various mines in the area were causing significant subsidence.
The LNWR decided that it was best to discontinue costly maintenance and instead to build a railway line along the length of the Canal from Hadley to Coalport. Parts of the Canal were converted into railway track bed.
This is the last of a series of posts about the Coalport Branch the earlier two can be found at:
The use of a canal to provide a route for the railway was something that a number of railway companies pursued. In this case, the Canal provided a route for the railway down the East side of Dawley through what is now Telford Town Park, taking it past Aqueduct, Madeley and onto Coalport by the River Severn.
The Coalport Branch of the Shropshire Canal.
The history of the LNWR railway branch line is built on the story of the Canal and it is with that story that any investigation should begin. Separate articles cover the route of the Canal and the first of these can be found on this link:
Immediately to the South of Madeley Market Station was the station goods yard. Trains from Hadley Junction accessed the yard by means of a trailing connection, as can be seen on the Ordnance Survey map extract below.
There was a siding providing access to the Blists Hill site which was known as Legge’s Siding. It is interesting to note that, while there is local confidence that Legge’s siding existed, there is little evidence of it on maps of the area. Dave Cromarty comments: “Legge’s Siding (the connection to the Blists Hill Brickworks)? … Where did it leave the branch? You try finding a map with it on it. When you do, leg it down Legges Way (the road built on that portion of the branch alignment in the 1980s) and try and fathom out where it was. I settled on lamppost MY460 as a best guesstimate, but I’m still not convinced. Just down the road there’s a quite spectacular, by horse tramway standards, bridge which carried a tramway from Meadowpit Colliery in Madeley, to Blists Hill.” [8]
The Legge in the name of the modern road and this siding was George Legge of George Legge and Sons who bought Blists Hill Brick and Tile Works in 1912 and continues in operation there unitl 1938.
Legges Siding and the shorter siding to the South provided access to the Blists Hill site. We have already noted the large number of tramroad line in the immediate area (as shown on the 1881 OS map). Looking in detail at these tramroads is not part of the plan for this article. They will be covered in another article in due course. Anyone interested in the tramroads of East Shropshire will find an introductory article on this link:
The Bridges and the Tunnel over the Coalport Branch at Blists Hill
We saw these two bridges in a Google Streetview image above. The tunnel appears on the second 25″ map extract below, the two bridges on the first.
The two bridges crossing the valley can be seen in this image. Around 100 metres beyond the first bridge the old Coalport Road joins the modern road and the name of the road becomes Coalport Road. The road is then following its historic route and the old railway can be seen veering away to the left. The Silkin Way resumes following the old railway at that point. [Google Streetview, June 2022]
The first and lowest bridge is a footbridge which originally provided access from Coalport Road, which sits at bridge-deck level, to the Brick and Tile Works.
The footbridge which used to provide access over the Coalport Branch to the Brick and Tile Works at Blists Hill. This picture looks Southeast across the valley. [Google Streetview, June 2022]
The second, much higher bridge carried a plateway/tramway incline over the line of the Coalport Branch. the plateway brought coal from Meadowpit Colliery to power the blast furnaces at Blists Hill.
A view Northeast along Coalport Road and looking up towards the plateway bridge. [Google Streetview, June 2022]This schematic 3D map of the Blists Hill Site shows the plateway/tramway bridge bottom-centre (marked ’26’), the tunn el can be seen centre-right (marked ’56). The Silkin Way which follows the old railway curves between the two. This image looks at the site from the Northwest. [18]
The two bridges as seen from the North soon after the lifting of the track on the Coalport Branch. This image was shared on the Telford Memories Facebook Group by Andy Rose on 16th December 2021. [14]
The two bridges viewed from the Southwest with the old Coalport Branch passing underneath them. This image was also shared on the Telford Memories Facebook Group by Andy Rose on 16th December 2021. [14]
The two bridges viewed from the Southwest with the old Coalport Branch in the 21st century. This image was also shared on the Telford Memories Facebook Group by Andy Rose on 16th December 2021. [14]
The view North from the footbridge which crosses Legges Way and used to span the Coalport Branch. [My photograph, 29th March 2023]The view South from the footbridge with the high-level tramway bridge a few tens of metres away. The point where the original Coalport Road joins Legges Way can be seen on the right close to the white van. The road South is Coalport Road and the Simkin Way which follows the old railway alignment can be seen drifting away to the left at the same point. [My photograph, 29th March 2023]A view of one of the supporting piers of Lee Dingle Bridge which carried a tramway over the line of the Coalport Branch. As far as tramway/plateway structures go, this bridge is one of the more significant! [My photograph, 29th March 2023]An enlarged map extract of the 25″ OS mapping of 1901 which focusses on the Iron Works and furnaces. Top-left, the wharf which allowed transshipment between the tramroad network and the Coalport Branch is much easier to make out. The short tunnel which carried the Coalport Branch under the site is shown clearly. [10]Google Maps 3D view of the modern Blists Hill site from the South. The old furnaces were in the area in shadow in the top-right quadrant of the photo. Railmaponline.com has superimposed the line of the old railway on the image. [5]The view South at the point where Legges Way meets the old Coalport Road. The Silkin Way which follows the old railway is on the left. [My photograph, 29th March 2023]One of the ;arge wheel castings that mark the route of the Silkin Way. [My photograph, 29th March 2023]The Silkin Way, the route of the old railway, continues to bear away to the left. Coalport Road can just be picked out on the right of this picture rising away from the line of the old railway. [My photograph, 29th March 2023]In a short distance the line passed under the Blists Hill Works site in a short tunnel. [My photograph, 29th March 2023]The old railway tunnel adjacent to Blists Hill Furnaces. As these various images of the tunnel show, the headroom is no longer large enough for standard gauge trains. It was retained to allow pedestrian access but was also used as the route of Telford’s main rainwater drain. [12]The North portal of the tunnel from the embankment on its Northeast. [My photograph, 29th March 2023]The view North along the route of the Coalport branch from above the North Portal of the tunnel. [My photograph, 29th March 2023]The view South from over the South Portal of the tunnel. [My photograph, 29th March 2023]
The South Portal from a few tens of meters further to the South. The large retaining structure on the left holds the Coalport Road above the line of the old railway. [My photograph, 29th March 2023]
The tunnel during the construction of the surface water storm drain which passes through it. This image was shared on the Telford Memories Facebook Group by Marcus Keane on 7th January 2022. [16]
A video featuring the tunnel, made in August 2020 by Andy PCD. [17]
“The brick-lined tunnel, through which the London and North Western Railway branch line to Coalport ran, was built in the 19th century to carry plateways on top so that materials could be taken from the Lloyds Coppice area to the Blists Hill Ironworks. The tunnel is 60-70 metres in length, with a wonderful echo.” [13]
“The railway track closed in 1964 and the line became part of the Silkin Way in 1977. Underneath the old track bed lies the main sewers and water run-off for the town of Telford.” [13]
Opinion on whether this is a surface water sewer or for foul water differs. It seems most likely that it is a surface water drain.
The same surface water drain to the South of the tunnel. This photograph was shared by Dave Thomas on the Telford Memories Facebook Group on 10th March 2021. It is taken from Coalport Road and looks down the line of the Coalport Branch [19]This modern photograph is taken at a similar position to the monochrome image above but, in this case from above the surface water drain. Coalport Road can be seen on the right. [My photograph, 29th March 2023]A little further to the South there is evidence of the surface water drain running under the Silkin Way. Large manholes provide access to the drain. As the old railway dropped down towards Coalport, the drain was placed ina trench which meant that the level of the Silkin Way dropped to the level of the old railway formation. [My photograph, 29th March 2023]
Blists Hill
A detailed history of the site can be found on the ironbridge.org.uk website. [11] Sections of that website are reproduced below.
An artist’s impression of the furnaces at Blists Hill, probably more idyllic than real! The picture was painted in watercolour by Warrington Smyth (1817-1890) in 1847. [11]
Blists Hill in the mid to late 19th century. [11]
“Blists Hill’s industrial peak arguably occurred in the early 1870s, when the blast furnaces were their most profitable and a new mechanised brickworks was developing. However, this decade also saw the start of the site’s decline. It was during this decade that Blists Hill’s mine stopped producing ironstone and coal. Brick and tile clay continued to be mined and used by the adjacent brickworks, but the Madeley Wood Company had to begin sourcing its raw materials for Blists Hill’s blast furnaces from further afield and in 1872 built the Lee Dingle bridge to transport materials from Meadow Pit colliery in Madeley to Blists Hill’s furnaces. The mine at Blists Hill continued to operate but by 1900 only 12 people were employed there and following the First World War it was sold several times. Abandonment plans were discussed as early as 1925 but it wasn’t until June 1941 that the mine was completely abandoned, and the shaft was filled in.” [11]
“Blists Hill’s blast furnaces also suffered declining profits from the 1870s. By this time, the furnaces’ technology was old fashioned, but its cold-blast pig iron filled a niche in the market. However, like most of the Shropshire iron industry, it was facing competition from cheaper imports of iron from Europe and America and competition from the steel industry. The lack of raw materials being mined at Blists Hill and the subsequent need to transport them from further afield also increased costs. In 1908, two of the three furnaces were blown out (ceased operating) and following a national miners’ strike in 1912, which severely impacted the supply of raw materials, the final furnace was blown out. By this time, the Madeley Wood Company’s profits were coming from coal mining rather than iron or brickmaking and so they also sold their Blists Hill brick and tile works to George Legge & Sons in 1912. Under George Legge & Sons the works produced handmade and specialist products alongside their mass-produced bricks and tiles and continued to manufacture these products until 1938, when the company was liquidated. From 1945, sanitary pipes were made at the works but this ceased in 1956 and the works was closed.” [11]
Further information about the Hay Incline Plane can be found here and here.
The view Southeast from under the Hay Incline. The Coalport Branch continued curving lazily to the Southeast. [My photograph, 29th March 2023]A general view from the canal at the base of the incline which shows the bridge carrying Coalport High Street across the bottom of the incline. The Silkin Way passes beneath the incline about 60 metres beyond Coalport High Street. [My photograph, 17th February 2023]Looking Southeast along the canal. What is now the Coalport China Museum is on the right between the canal and the River Severn. The buildings on the left are now a Youth Hostel. The buildings on both sides of the canal are Coalport’s two historic China Works. [My photograph, 17th February 2023]A closer view of the China Works between the canal and the river. [My photograph, 17th February 2023]Now travelling Southeast behind properties in Coalport Village. The China Works Museum and the last length of the Shropshire Canal are away to the right off the photograph. [My photograph, 29th March 2023]The route of the old railway runs at the back of properties on Coalport High Street and Riverside Avenue. [My photograph, 29th March 2023]In this next extract from the 6″ 1881/1882 Ordnance Survey which was published in 1883 we see the approach to Coalport East Station on the North side of the River Severn. The bridge carrying Coalport High Street across the station mouth and the bridge carrying Coalport Road across the main station site. [21]In this next extract from the 6″ 1881/1882 Ordnance Survey which was published in 1883 centres on Coalport East Station. The bridge carrying Coalport High Street across the station mouth and the bridge carrying Coalport Road across the main station site. Extending West from the station towards the end of the canal, is a single siding. [21]The same location but on the 25″ Ordnance Survey of the same date. Both of the two Coalport Stations show very clearly on this extract. [22]The last length of the Branch and the station site at Coalport as shown on Google Maps. [Google Maps, 1st April 2023][32]New buildings now occupy the land on the North side of the old railway. [My photograph, 29th March 2023]Approaching the Coalport East Railway Station and before passing under Coalport High Street, the car park for the Brewery Inn sits, today, on the right side of the old line. [My photograph, 29th March 2023]The bridge carrying Coalport High Street over the Silkin Way and the old railway route. The storm drain which runs under the Silkin Way is here occupying significant space under the road-bridge. [My photograph, 29th March 2023]The Silkin Way passes under Coalport High Street alongside the modern storm drain. [My photograph, 7th February 2023]Looking Northwest towards the Coalport High Street bridge across the railway. [My photograph, 7th February 2023]Looking north across the bridge carrying Coalport High Street across the station throat. [Google Maps, October 2022]Looking Southeast from the South side of the bridge past cottages on the approach to the site of what was part of the railway station yard. [My photograph, 7th February 2023]Looking West along the same road towards Coalport High Street. [My photograph, 7th February 2023]Standing close to what was the station throat looking into the station site. [My photograph, 7th February 2023]The bridge over Coalport East station as in appears in 2023. [My photograph, 7th February 2023]Much closer to the bridge. The river is on the right. [My photograph, 7th February 2023]Coalport East station building on 15th April 1963. It was still standing despite the closure of passenger services in 1952. It sat on the West side of the bridge. Beyond the bridge the carriage shed can be seen, (c) Dr Neil Clifton and included here under a Creative Commons Licence. As can be seen, the original bridge is of a different construction from that in place in 21st century. (CC BY-SA 2.0) [23]A similar view of Coalport East Station when the passenger service was still operating. The train was known as the Coalport Dodger. The picture was taken between the two world wars. Apparently, this picture came originally from Gerry Hadley, grandson of engine driver Charles Hadley, of Coalport, who used to drive the train. It was carried by the Shropshire Star on 24th June 2020. [24]Another view of the station building and road bridge. The service from Wellington has just arrived at the platform. This image was shared by Metsa Vaim EdOrg on the Telford Memories Facebook Group on 12th December 2020. [25]Coalport East Railway Station seen from the passenger approach to the station. This image was shared on the Telford Memories Facebook Group by Marcus Keane on 28th January 2017. [26]The passenger facilities at Coalport East in the 1930s. This image comes from David Clarke’s collection and was kindly shared with me by email in April 2023. [41]The Coalport Dodger leaving Coalport East in 1948 in the hands of LMS 6601. The loco was renumbered 46601 by BR. It was a Webb 1P 2-4-2 5′ 6″ tank. This image was shared by Derek Norry on the Telford Memories Facebook Group on 3rd January 2016, copyright/photographer not known. [27]Standing in approximately the same place as the locomotive in the last image this 0-6-0 tender loco is in charge of a four coach excursion train at Coalport East Railway Station. The locomotive is numbered 2516 and is an ex-GWR Dean Goods, not to be confused with a Churchward 43xx 2-6-0 which for a time carried this number. 2516 was built in March 1897 and withdrawn in May 1956 The train is the SLS Shropshire Special and the photo was taken on 23rd April 1955. The picture was shared by Lin Keska on the Telford Memories Facebook Group on 5th February 2017. [28][37]2516 is shown here in colour still at the same location (note the efflorescence on the brickwork of the retaining wall. This time the loco is probably ready to depart as all the individuals around it in the image above are now back on the coaches. This image comes from David Clarke’s collection and was kindly shared with me by email in April 2023. [41]Another SLS special, this time in September 1959. David Clarke notes that the picture was taken on 12th September 1959. This image comes from David Clarke’s collection and was kindly shared with me by email in April 2023. [41]The Coalport Dodger at Coalport East Railway Station. This picture was taken by W.A. Camwell in 1948 and colourised by Simon Alun Hark. It was shared by him on the Shropshire Nostalgia and Film Facebook Group on 28th January 2022. The carriage shed is visible beyond the overbridge. The locomotive is an 0-6-2T ex-LNWR Coal Tank loco now carrying the LMS No. 7755. he leading coach is LMS No. 7199. Locomotive No. 7755 had previously carried the LNWR numbers 237 (from 1886 to 1921) and 3739 (from 1921 to 1928). It was built at Crewe, entering service in August 1886. It was withdrawn in September 1947, giving it a service life of just over 61 years [29][35]1952 was that last year with a passenger service on the line. This photo shows one of the last passenger services to leave Coalport East Railway Station. Probably it was the last such service. This appears to be BR loco No. 40058. The image was shared on the BROS Facebook Group by Peter Hunting on 7th May 2015. It was also sent to me by David Clarke. [30][41]LNWR loco No. 549, a Webb Coal Tank (2F), preparing to leave Coalport for Wellington. This is clearly a stage shot with those involved posing for the camera. The loco bore this number from entering service in December 1886 until it was renumbered 3287 in January 1922. It was renumbered by the LMS at the end of 1927 to LMS No. 7550. It was withdrawn in July 1931. The image is clearly a staged shot with those involved posing for the camera This image comes from David Clarke’s collection and was kindly shared with me by email in March 2023. [33][36]
Locomotives and Rolling Stock on theCoalport Branch
In LNWR days the branch passenger service was generally served by small tank locos and goods by 0-6-0 tender locos. However, details are are a bit sketchy. William H. Smith points to allocation of locomotives to Shrewsbury Shed (LNWR No. 30) as a way to narrow down the field of possible motive power on the line. He says that there is only one eyewitness confirmation of a locomotive that operated on the line 2-4-0 LNWR No. 1000. [15] Locomotives from the shed allocation in 1917 which may have operated on the line include, “0‒6‒2T ‘Coal tanks’, LNWR Nos. 119, 292, 2459 and … 2‒4‒2T LNWR No. 1157 … along with 17in Goods 0‒6‒0s 1713, 2437.” [15]
Smith presumes that goods traffic between the two world wars would have been carried predominantly in ‘private owner’ open wagons. He mentions local coalfield owners, Cornish china clay companies, “‘North and Rose’ and ‘St. Austell China Clay Co’ are two such wagons noted from photographs. ‘Lilleshall’ and ‘Madeley Wood Co’ were locals, as was the ‘Mid-Shropshire Coal Co, Coalport’. …. Movement of wagons to and from the Staffordshire and Shropshire Coalfields would be expected and indeed, following a check on some post-war wagon labels from the branch, consignments from Littleton, Baggeridge, Donnington and Rugeley Collieries were confirmed.” [15]
“During the war passenger services were reduced and the branch provided storage sites for ammunition and special trains were observed hauled by Stanier Class 5 4‒6‒0s.” [15]
Nationalisation initially brought little change. “The ‘Dodger’, as it was popularly known, was still hauled by the 0‒6‒2T coal tanks and there was still ex-LNWR 2‒4‒2Ts Nos. 46601 and 46757 around in 1949 and 1950 as a reminder of past days. However, in December 1949 Wellington shed received its first allocation of Fowler 2‒6‒2Ts (40005 and 40006) and these took over much of the passenger work.” [15]
Throughout much of the life of the branch, passenger services consisted of four trains on weekdays, the journey taking 30 minutes. [42] It seems that the quality of the service deteriorated somewhat over the last 2 to 3 years of the life of the line. If a train arrived at all, it was often made up of a single coach. Midland Red replacement bus services became more frequent and passenger numbers became unsustainable.
By 1952, Fowler 2‒6‒2T No. 40058 was in use on the line often pulling a single coach, bunker first down the line to Coalport before running round it’s coach and returning to Wellington smoke-box first. Rumours of closure during the autumn of 1951 “became fact and it was 40058 which hauled the final regular passenger train over the branch on 31st May 1952. Malins Lee station was also closed completely from this time.” [15]
The goods service was also undergoing changes, “in May 1953 the 0‒6‒2T Coal Tanks were withdrawn from the Shrewsbury shed and ex-Midland 2F 0‒6‒0s began to appear on Coalport goods trains. Soon afterwards control of the line passed to the Western Region and Coalport became known as Coalport ‘East’, supplies of stores now arriving from Swindon.” [15]
By December 1960, very little goods traffic was being generated on the southern portion of the line and the section of the line from Dawley and Stirchley Station to Coalport was closed. It seems that traffic from the Lilleshall Company had also ceased. The remainder of the line was clearly in terminal decline and was closed in July 1964. [15]
And finally …
It seems as though the Coalport Branch was given some serious consideration as a home for a Railway Preservation Society. … The group which eventually became the Chasewater Railway (Chasewater Country Park, Brownhills West Station, Pool Lane (Off the A5), Burntwood, Staffs WS8 7NL).
The Coalport Branch was one of three lines under consideration when looking for a permanent home for the railway. These notes were made in 1960 after a visit to Coalport. [43]
“On Sunday, October 23rd 1960, a small party consisting of David Ives, James Slater, T. Jones, Frank Harvey and D. Noel Draycott visited the Coalport to Hadley line in North Shropshire. Built by the London & North Western Railway, it runs from the very attractive Vale of Severn across high land and through an early centre of the iron and steel industry to a junction on the Wellington to Stafford line.
The branch had a terminus at Coalport Station which stands on a long shelf, part cut out and part built up on the steep bank of the Severn. The station buildings comprise a booking office, general and ladies waiting rooms, backing on to the station master’s house. The signal box was demolished and a ground frame installed shortly before services were withdrawn in 1952. The goods shed has also been demolished, but the three short sidings remain in the yard.
Further along the shelf past the station, there is a carriage shed sufficient for four bogie carriages, and an engine shed for two locomotives. These buildings are in fair condition, and the engine shed contains a large workshop space as well as a pit. All these buildings back on to the hillside, and on the opposite side there is a pleasant stretch of wooded land before it falls steeply away to the river which forms the boundary of the railway property.
The line rises steeply from Coalport Station with attractive views across and up the Severn Valley before it turns away to cross pleasant rolling countryside to the small town of Madeley. Here the station building is used as an office by an engineering firm, but the yard of some half dozen sidings is practically disused.
The line then continues to Dawley and Stirchley Station where a total of some 15 wagons of coal showed that an active coal merchant used the yard. As dusk was falling, the tour of inspection finished at this point. All the members of the party were impressed by the potentialities of the line for day trippers.” [43]
It seems that, had the decision been made to create a preservation line on the alignment of the Coalport Branch, Telford Steam Railway on the Wellington and Severn Junction line would have been very unlikely to have been formed. The line would, however, have been an excellent partner to the museum developments in the Severn Gorge which were to follow over the following decades, even if there would have been little room for the Silkin Way.
References
Bob Yate; The Shropshire Union Railway: Stafford to Shrewsbury including the Coalport Branch; Oakwood Press, Usk, 2003.
Just after I completed the first article in this series, David Clarke, who wrote the book ‘The Railways of Telford‘, [34] contacted me to offer some photographs from his collection for inclusion in this short series of articles. I reviewed David’s book soon after we moved to Telford. It was an invaluable first step for me in exploring the railways and plateways (tramroads/tramways) of the area. That review can be found here.
David Clarke; The Railways of Telford; Crowood Press, Marlborough, Wiltshire, 2016.
Very soon after publishing the first article about the Coalport Branch, [7] I was contacted by David Clarke with an offer of relevant photographs from his collection.
David Clarke is the author of a relatively recent book, “The Railways of Telford” which I reviewed soon after we moved to Telford. It was an invaluable first step for me in exploring the railways and plateways (tramroads/tramways) of the area. [1]
In the remaining articles about the Branch, relevant photographs for David’s collection will be included in the main article. As those relevant to Part 1 appeared after its publication, there are two of these and they are included in this addendum to Part 1.
This is a photograph from David Clarke’s collection of Hadley Junction in 1964, looking East towards Donnington. David comments: This photo “shows a long building on the right not shown on the aerial photo you posted. You can just make out some of the fighting vehicles Sankey made for the British Army on the wagons. [3]This image shows an 0-6-0 locomotive (43652) descending towards the Coalport Branch (which just be picked out on the bottom-right of the photo) from the sidings adjacent to Snedshill Iron Works. The Lilleshall Brick and Tile Works at Priorslee can be made out at the top-right of the picture. The Greyhound Bridge carrying the A5 is off the image to the right. 43652 was a 3F locomotive designed by Johnson and built at the Vulcan Foundry. It entered service in 1900 and was scrapped in 1960. At the time of this photograph it was probably based at Burton Shed (17B). [3][4]
In addition to David’s photographs, I have found further images on line which I am permitted to share with you. The first is an aerial image from 1949 of the Castle Car Works at Hadley which incidentally includes Hadley Junction.
This aerial image looking towards the Southeast shows Castle Car Works as they appeared in 1949. The Works was rail-served at this time with an extended siding running to the West of the Works and providing access to sidings on both the South and North sides of the Works. Hadley Junction is visible in the top-right of this image, (c) Copyright Historic England, Britain from Above (EAW027684, 1949). [5]An enlarged extract from the above image focussing on Hadley Junction and its signal box. The sidings alongside the line were used by the Castle Car Works., (c) Copyright Historic England, Britain from Above (EAW027684, 1949). [5]Another extract from the Britain From Above image No. EAW027684. The Hadley Junction signal box it evident top-centre of this image. The extensive sidings alongside the mainline are visible, together with the junction providing access to Castle Works, (c) Copyright Historic England, Britain from Above (EAW027684, 1949). [5]Castle Car Works again, this time the aerial image is taken looking West in 1949. The Works siding running to the West of the Works and providing access to sidings on both the South and North sides of the Works can be seen in full. Hadley Junction is visible in the centre of this image. The bridge over Castle Street can be seen at the bottom-left of this picture. Castl Lane runs left to right across the image, passing under both the line to Coalport and that to Donnington and beyond, (c) Copyright Historic England, Britain from Above (EAW027682, 1949). [6]Castle Street Bridge in 1949, shown at the fullest magnification possible from the aerial image. A slight amount of flare has affected the image at this location, (c) Copyright Historic England, Britain from Above (EAW027682, 1949). [6]
I will add any further images relating to the first article about the Coalport Branch which come to light here.
References
David Clarke; The Railways of Telford; Crowood Press, Marlborough, Wiltshire, 2016.
Wikipedia provides this schematic map of the Coalport Branch which highlights the key stations and sidings. [17]
History
The history of the Coalport Branch begins with competition between rival rail companies in the area during the mid 1850’s. The GWR had control of the industrial areas of East Shropshire, whereas the LNWR only had access to the area via the Shropshire Canal which ran from Trench down to Coalport. The first article in this short series about the Branch covered the history of the line as well as following the line from its junction with the LNWR main line at Hadley as far as Malins Lee Station. It can be found on this link:
The history of the LNWR branch line is built on the story of the Canal and it is with that story that any investigation should begin. Separate articles cover the route of the Canal. The first of these can be found on this link:
A first extract from the 1901 25″ Ordnance Survey shows Dark Lane village and Malins Lee Railway Station just to the South of Dark Lane. Also evident alongside the LNWR Coalport Branch is a length of the old Coalport Branch of the Shropshire Canal. [43]The same area on the satellite imagery provided by Railmaponline.com. After crossing Dale Acre Way, the route of the old line heads South-southwest across open ground and then over land used for housing development. [44]Malins Lee Station as in appeared in 1932.The photograph seems to have been taken facing South from the bridge which carried Dark Lane over the line. The passenger facilities at the station seem to be a little different to others on the Coalport Branch. It is possible that this might reflect an earlier original use for the two storey element of the building? The station was closed for two years during WW1 as an economy measure and finally closed in 1952 with the line remaining open for goods traffic for more than a decade. Just to the South of the station a single siding which served immediately local industries can be seen. The chimney to the right of the image beyond the station buildings is probably that of Dark Lane Foundry. This picture was shared by Lin Keska on the Telford Memories Facebook Group on 15th August 2018. [45]Marcus Keane shared this composite image on the Telford Memories Facebook Group on 20th July 2014 which shows the location of Malins Lee Station in relation to the modern blocks of flats in Hollinswood. [46]
Malins Lee Railway Station, seen from the Southeast. The bridge over the line to the North of the Station carries Dark Lane. This image is embedded here from an article on the dawleyhistory.com website, (c) Collection of William H. Smith. [47]The Western arm of Downton Court looking North in the 21st century. The Coalport Branch route crosses the field ahead of the camera and then runs underneath the flats at this location. [Google Streetview, June 2022]The Eastern Arm of Downton Court looking Northeast. the purple line again approximates to the route of the old railway, passing under the buildings to the extreme right of the image which front onto Deercote. [Google Streetview, June 2022]K=Looking Southeast along Deercote with the approximate line of the Coalport Branch shown by the purple line. [Google Streetview, June 2022]Looking South on St. Quentin’s Gate with the approximate line of the Branch shown in purple. [Google Streetview, June 2022]
Loops of the Coalport Branch of the Shropshire Canal adjacent to, and South of, Malins Lee Railway Station
The Canal bed behind Malinslee Railway Station buildings in 1962. This image was shared on the Telford Memories Facebook Group by Marcus Keane on 27th February 2022. This view looks to the South along the back of the station buildings. The 25″ OS map extract above shows that at the time of the survey this area had a railway siding in place. The line of the canal curved away from the railway to the West before returning to the same alignment a short distance further South. [48]An extract from the 1881 Ordnance Survey, published in 1882 showing approximately the same area as that on the 25″ survey of 1901. Interestingly this earlier survey uses the name ‘Malinslee’ for the railway station rather than ‘Malins Lee’ as on the 1901 survey. Little Dark Lane Colliery, to the immediate West of the Station was still in use at the time of this survey. The standard-gauge siding to the West of the Station buildings, can be seen on this extract as serving a tramroad wharf, as can the longer siding visible in the 1932 picture above. Tramroads are not the subject of this article, but given that the tramroads shown seem to only serve the Little Dark Lane Colliery and the Dark Lane Foundry, the traffic on these lines may have either been horse-powered or even man-powered. When the Canal was active a wharf would have existed on the West side of the canal. [49]A further extract from the 1881 6″ Ordnance Survey, showing the next length of the railway. The route of the old canal is indicated approximately by the light blue dashed line. [49]A similar length of the railway is shown on this next extract from the 25″ 1901 Ordnance Survey. Of note, is Randlay Brickworks which has a connection to the Coalport Branch and the disused Wharf Colliery which was active in 1881. There is a Mineral Railway running to the West of the Wharf Colliery site and the GWR Stirchley Branch to the Southeast of Randlay Brick Works. [50]The same area on the satellite imagery provided by Railmaponline.com. [44]This image was sent to me as an email attachment by David Clarke in March 2023. It shows the rail siding leading from the LNWR Coalport line to Randlay Brick Works. David Clarke is the author of a relatively recent book, “The Railways of Telford” which I reviewed soon after we moved to Telford. It was an invaluable first step for me in exploring the railways and plateways (tramroads/tramways) of the area. My review of his book can be found here. [58]The route of the Randlay Brickworks Siding in 1962. This image was also sent to me as an email attachment by David Clarke in March 2023.This next extract from the 25″ 1901 Ordnance Survey takes us as far as the Stirchley Iron Works. The buildings can be picked out right at the bottom of the map extract on the left. Of note, is the Wrekin Chemical Works on the site of what was for a time Old Park Ironworks. This is connected both the LNWR Branch line via a tramway bridge over the line and to the GWR Stirchley branch denoted Mineral Railway on the right of the extract. [51]The same area on the satellite imagery provided by Railmaponline.com. Some of the old tramways are shown on this extract. [44]
A Loop of the Coalport Branch of the Shropshire Canal near Stirchley Ironworks
This section of the line on the 1901 25″ Ordnance Survey. [52]This is Railmaponline.com’s representation of the same area as that shown on the OS map extract above. The tramroads around Stirchley/Hinkshay Pools are shown as well as the Coalport Branch. The abandoned loop of the old canal can just about be made out through the trees. [44]
Andy Tidy surveyed the route of the Coalport Branch of the Shropshire Canal in March 2012 the majority of which lies underneath the formation of the LNWR Coalport Branch. He highlighted two areas worthy of note. The first adjacent to Hinkshay/Stirchley Pools and the second to the South of Dawley and Stirchley Railway Station where the Canal was in tunnel during its working life. [15]
Adjacent to the Hinkshay Pools, the Canal alignment deviated from the formation of the later Railway. Andy Tidy provided a plan (below) of the location which I have annotated with the key features he refers to. His pictures of the canal deviation can be seen here. [15]
Andy Tidy says: “No sooner has the line moved off the modern Silkin Way than it is in water, first in the undergrowth but then as it passes the first reservoir the bed squeezes through the foundations of a collapsed bridge and on into open water. … The towpath sits on a narrow strand of land between the canal and the Stirchley Pools Reservoir, a pretty spot which is carefully maintained as a nature reserve. This clear stretch of canal is haunting and as you walk under the shade of the trees you almost expect to meet a horse plodding the other way towing a string of loaded tub boats. … All too soon this enduring stretch of canal slides back into the railway bed, all traces are lost at it passes through the recently rebuilt Stirchley Station.” [15]This picture shows the length of the canal on the map above. It was shared by Andy Rose on the Telford Memories Facebook Group in February 2022. [16]Andy Tidy’s photograph in 2012 of the Stirchley Ironworks Bridge which crossed the Canal and later the railway. Stirchley Ironworks were on the right-hand side of the photographer, on the near side of the bridge, (c) Andy Tidy. [15]A relatively poor photo showing a steam service on the LNWR Coalport Branch heading North. The train has passed through Dawley & Stirchley Railway Station and is heading towards Malins Lee Station with Stirchley Chimney in the background. The picture was shared on the Telford Memories Facebook Group by Marcus Keane on 9th January 2022. [22]
Dawley and Stirchley Railway Station
Dawley and Stirchley railway station was opened in 1861 and closed to passengers in 1952. [3] When it opened, it was given the name ‘Stirchley’. The station was renamed Dawley & Stirchley in 1923, although closed to passengers as early as 1952 the line through the station site was not finally closed to freight until 1964. Although the goods service which originally served Coalport was restricted to only travelling to Dawley and Stirchley Station in 1960.[4][5]
The London and North Western Railway Society comments on the standard-gauge Coalport Branch as follows: “The first half of the route was originally part of the Shropshire Canal which the LNWR bought in 1857 and filled in, the line opening four years later. The passenger service, referred to locally as the Dawley Dodger, consisted of four trains on weekdays, the journey taking 30 minutes. It was withdrawn in 1952 but a string of private sidings between Wellington and Stirchley helped to keep that section open a further twelve years.” [5]
Through Telford Town Park and on through Dawley and Stirchley Station, the old railway line is now part of The Silkin Way. [6][7]
In the first half of the 19th century, before the LNWR branch line was built the tramway had a wharf on the Western bank of the Coalport Branch of the Shropshire Canal which was sited a little to the Northwest of the bottom of the map extract above. When the Coalport Branch of the LNWR was built the tramway was extended a little to run alongside the standard-gauge railway.
The Stirchley Canal Tunneland later Railway Cutting
Immediately South of the overbridge the station loop continued as shown on the 6″ Ordnance Survey (1883) map extract below.
South of Stirchley Lane the station loop continued for some distance. [18]
A very short distance further South, the Canal which preceded the railway entered a 281 yard long tunnel – Stirchley Tunnel. When the railway was built, the tunnel was opened out into a cutting. At this location the Ordnance Survey mapping shows a rock face to the West side of the line.
The location of what was once a canal tunnel but which remains as a disused railway cutting and, in the 21st century, a cycleway and footpath. [18]The Silkin Way to the South of Stirchley Lane as shown on Google Maps in 2023. [28]Looking South along the Silkin Way towards the cutting mentioned above. [My photograph, 2nd March 2023]Continuing to the South along the Silkin Way, we are now in the cutting and facing South. The original canal tunnel at this location was opened out when the railway was built. [My photograph, 2nd March 2023]At various points along the cutting the original canal tunnel’s walls, below arch springing level, can be seen. [My photograph, 2nd March 2023]Beyond the end of the original canal tunnel the railway cutting opens out to have more normal sloping sides. The remains of a railway workmans’ (platelayers) hut sit on the East side of the old line. [My photograph, 2nd March 2023]
There is little remaining of the canal structure at this location. However Andy Tidy points out that cottages adjacent to the site are called ‘Tunnel Cottages’ and that “a careful inspection of the west wall of the cutting reveals the unmistakable curve of the old canal tunnel as it was carved out of solid rock spanning 10ft at the waterline.” [15]
Remnants of Stirchley Canal Tunnel (c) Andy Tidy [15]Looking South along the Silkin Way under the arch bridge at the end of the rock cutting. This bridge carries a footpath in the 21st century. [My photograph, 2nd March 2023]Looking North towards Dawley and Stirchley Station along the Silkin Way under the same arch bridge at the end of the rock cutting. [My photograph, 2nd March 2023]Looking West across the same bridge. [My photograph, 2nd March 2023]
Aqueduct village and the GWR Madeley Branch
The OS Map extract below shows the next length of the branch line. To the South of what had been Stirchley Canal Tunnel there was a canal junction. One arm of the canal turned West and ran across towards Lightmoor, the other arm first turned East and then South down the incline near Windmill Farm. Neither branch survived the coming of the railway. The hamlet of Aqueduct straddled the old turnpike road to Bridgnorth which passed under the canal arm to the West. The aqueduct used to carry the canal is still standing in the 21st century although the old turnpike road is not in use as a modern highway. The railway cut through the village of Aqueduct as shown on the map extract.
This extract from the 6″ OS mapping of 1883 shows the new railways and has the old canal routes superimposed. Note the canal incline close to Windmill Farm and the branch running to the West. The aqueduct which carried this arm over the old turnpike road can be seen on the extract. It gave a name to the hamlet immediately next to it. As will be seen from the satellite image below, Madeley Court Station is long gone. The GWR Madeley Branch remains in the early 21st century as it was used for merry-go-round coal trains serving Ironbridge Power Station until the power station closed. [25][26]A Google Maps satellite image extract showing approximately the same area as the OS map extract above. Sketched onto the satellite image are: the very approximate canal routes in blue; the length of the LNWR branch which is not used by the Silkin Way in red; and the old Bridgnorth Road alignment in black. The diversion of the Silkin Way was required with the building of the A4169 and the removal of the bridge deck where the LNWR Coalport Branch line crossed the GWR Madeley Branch. There are no features on the ground in the 21st century to define the line of the old canal as it passed through the are now called Brookside. The old road bridge next to Madeley Court Railway Station remains and carries the diverted Silkin Way across what was the GWR Madeley Branch. Towards the top of this satellite image Southall Road crosses the old railway by means of the bridge shown below. [29]Looking South along the Silkin Way under Southall Road bridge. [My photograph, 2nd March 2023]Looking North along the Silkin Way under Southall Road bridge. [My photograph, 2nd March 2023]The same bridge from the top of the embankment on the Southwest corner of the bridge. [My photograph, 2nd March 2023]Looking Southwest across Southall Road, this image shows the roadside parapet of the bridge above. [My photograph, 2nd March 2023]
South of Southall Road Chapel Lane crossed the old railway at level.
The point at which Chapel Lane crossed the old railway. This view is taken looking South along the Silkin Way. The aqueduct which carried the old canal arm is off the the right of this image. [My photograph, 2nd March 2023]Looking North from Chapel Lane with the Southall Road bridge in the distance. The aqueduct is off the the left of this photograph about half the distance to Southall Road bridge. [My photograph, 2nd March 2023]Looking Southwest across the aqueduct along what would have been the line of the branch canal. After crossing the turnpike road on this aqueduct, the branch canal turned sharply to the North before heading West towards Lightmoor. [My photograph, 2nd March 2023]Looking Northeast across the aqueduct along what would have been the line of the branch canal heading towards what is now the centre of Telford. [My photograph, 2nd March 2023]Looking Southeast along what was the turnpike road to Bridgnorth, through the arch of the aqueduct which was built in around 1792. [My photograph, 2nd March 2023]Looking Northwest towards modern-day Telford along what was once the Bridgnorth turnpike road. [My photograph, 2nd March 2023]The plaque placed on the aqueduct after its restoration in 2001, (c) Neil Brittain, 19th March 2013. [30]Continuing to the South along the Silkin Way another arched underbridge is encountered. This bridge carried the LNWR Coalport branch over an access road. This view looks South over the bridge. [My photograph, 2nd March 2023]The stone arch underbridge viewed from the West looking towards what was once the main Bridgnorth Road. It is worth noting that some observers have indicated that this is the aqueduct. This is not the case, the bridge was built for the railway and at this point the Coalport Branch is no longer following the old Shropshire Canal. [My photograph, 2nd March 2023] A couple of hundred metres beyond the underbridge, the Silkin Way diverges from the route of the Coalport Branch. At this point the formation of the old line was crossed by the new A4169 and no features remain in the immediate vicinity of the new road. The road is a few tens of meters ahead. The red line shows the route of the old railway. [My photograph, 2nd March 2023]Railmaponline.com shows the are we are looking at with the line Coalport Branch in purple and that of the GWR Madeley branch in turquoise. [44]The same immediate area as shown on the 25″ Ordnance Survey of 1901. Madeley Court just edges onto the map extract in the bottom-left.Madely Court Iron Works is shown active and with a network of tramroads which do not seem to have access to the Coalport Branch. [53]Looking West along the A4169, Queensway at the point where the old railway crossed the line of the road. The formation would have been a little under 2 metres higher than the present road. [Google Streetview, June 2022]
Immediately South of the modern A4169, the old Coalport Branch crossed what was the GWR Madeley Branch. The abutments of the bridge remain and can be seen by trekking from the South towards the still remaining Madeley Branch.
Looking from the South across the Madeley Branch from adjacent to the South abutment of the bridge which carried the Coalport Branch over the Madeley Branch. The graffitied North abutment is visible beyond the railway track. [My photograph, 2nd March 2023]A view of the North abutment from a short distance further to the West. [My photograph, 2nd March 2023]Looking South-southeast from the South abutment of the old bridge along the formation of the Coalport Branch. [My photograph, 2nd March 2023]Just before the diverted Silkin Way re-joins the line of the Coalport Branch, the old railway crossed another stone-arched accommodation Bridge which provided access between Madeley Court and its windmill. The windmill is off to the left, Madeley Court is some distance to the right (West). [My photograph, 2nd March 2023]Madeley Mill alongside the Silkin Way, one cold January in the snow. A short walk under the arch bridge in the background is Madeley Court which is now a hotel. …The arch bridge carries the LNWR Coalport Branch. Just to the East of the line, and shown here, are the remains of a windmill, Madeley Mill. There has been a mill on the site since at least 1702 and the mill was last known to operate in 1840. It was later, apparently, used as a bunkhouse for the railway navvies. No machinery survives. The picture was shared on the Telford Memories Facebook Group by Lin Keska on 19th November 2022. [23]A similar view to that taken in snowy conditions. The Silkin Way is on the left of the picture, the underbridge is directly ahead. [My photograph, 2nd March 2023]While I was wandering around near the old windmill, the sun came out. [My photograph, 2nd March 2023]The underbridge viewed from the West. [My photograph, 2nd March 2023]Madeley Court in 2023 is a Hotel, temporarily in use to house Afghan refugees who worked with the British in Afghanistan. This picture was taken from just to the West of the underbridge in the last photo. [My photograph, 2nd March 2023]
Madeley Court Iron Works
In 1845-6, James Foster built three blast furnaces near the newly opened mines on his Madeley Court estate. They replaced his Wombridge furnaces, and Foster moved workmen and plant from Wombridge to create a modern ironworks. For most of their life only two of the three furnaces were in blast together. All the Madeley Court pig iron was sent to the Fosters’ ironworks in Staffordshire and Worcestershire to be blended with other types for the manufacture of high quality bar. The ironworks ceased working in 1902 but in 1912 were taken over by Thomas Parker, an electrical engineer. He and his son C. H. Parker established Court Works Ltd., a foundry firm which, seventy years later, had long specialized in iron castings for the electrical industry. [54]
The tramroads in this are will feature in a future article in the series about Telford’s tramroads/tramways. An overview of the wider area’s tramroads/tramways/plateways can be found on this link:
Historic England records this Grade II* listed building as being, “Mainly C16 with traces of C13 fabric. Built as a grange to Wenlock Priory. At the Dissolution bought in 1553 by Sir Robert Brooke, Speaker in the House of Commons, and stayed in the Brooke family until early C19. Tenanted by Abraham Darby I from 1709 until his death. Large ashlar house, at time of survey (1980) being restored. Tiled roofs with gables with parapet coping. Large brick shafted chimney stacks. Two-storeys and attics. L-shaped on plan, originally on west wing as well. The north-west hall range extensively rebuilt. Gabled stone attic windows with finials. Large stone mullion transom windows with dripmoulds. Early C17 stone porch to right hand of hall range with moulded round arch and ornate gables with volutes, pediments and strapwork foliage decoration. The east wing contains large C16 timber newel staircase and rooms with bolection moulded panelling and chimney piece.” [39]
Madeley Court, Shropshire as it appeared in the mid 20th century, (c) John Piper (1903-1992). [37] Madeley Court, sketch held by Historic England. [38]Madeley Court, image held by Historic England. [38]Madeley Court, an early 20th century postcard. [40]
Madeley Court to Bridge Street/High Street, Madeley
Returning to the route of the Coalport Branch, we continue to follow the old line in a South-southeasterly direction.
This extract from the 25″ Ordnance Survey of 1901, published in 1902, shows the length of the Coalport Branch from the Madeley Court area to the town of Madeley. Along this length the old railway was on a relatively high embankment. At the bottom-right of the extract it can be seen bridging Bridge Street, Madeley which became Madeley High Street. [55]The same area as shown by Railmaponline.com. [44]These two photographs show the line beginning to curve back from a South-southeast alignment to head South to the East end of Madeley High Street. [My photographs, 6th March 2023]The Madeley bypass is known as Parkway. The old railway was on embankment at this location and the Silkin Way required a concrete structure to span the route on the new road. [My photograph, 6th March 2023]The view East along Parkway on the approach to the roundabout at the East end of Madeley High Street. The bridge was constructed in the late 1960s. [My photograph, 6th March 2023]The Silikn Way approaching the bridge over Madeley High Street. [My photograph, 6th March 2023]
The Coalport Branch crossed Bridge Street on a single-span girder bridge. The road is now known as High Street. These next few pictures show the location through the years.
In a very short distance, the line passed through Madeley Market Station. The line was single through the station and a small goods yard was provided immediately South of the station on the West side of the line.
This photograph was shared as a comment by Andy Rose on a group post by Marcus Keane dated 27th February 2022 which showed the length of the Shropshire Canal bed directly behind Malinslee Railway Station; https://m.facebook.com/groups/674238619260811/permalink/7378452445506028, accessed on 29th August 2022.
Wikipedia provides this schematic map of the Coalport Branch which highlights the key stations and sidings. [3]
History
The history of the Coalport Branch begins with competition between rival rail companies in the area during the mid 1850’s. The GWR had control of the industrial areas of East Shropshire, whereas the LNWR only had access to the area via the Shropshire Canal which ran from Trench down to Coalport.
The Canal was going into disrepair and suffering from water shortages and subsidence. Canals in the area were difficult to maintain as the various mines in the area were causing significant subsidence.
The LNWR decided that it was best to discontinue costly maintenance and instead to build a railway line along the length of the Canal from Hadley to Coalport. Parts of the Canal were converted into railway track bed.
The use of a canal to provide a route for the railway was something that a number of railway companies pursued. In this case, the Canal provided a route for the railway down the East side of Dawley through what is now Telford Town Park, taking it past Aqueduct, Madeley and onto Coalport by the River Severn.
It is important not to confuse the LNWR station at Coalport with that on the opposite bank of the River Severn. The Severn Valley Railway chose to name its station ‘Coalport’ when it was subsequently built. Two stations with the same name on opposite sides of the river.
Eight months later, the LNWR decided to call their station on the north bank of the river Coalport East. It appears that at one time there were ambitious plans to join the two stations together by a bridge. These never came to fruition.
The LNWR branch opened as a single track on 17th June 1861. Unfortunately passenger numbers were low, but passengers were not the main reason for constructing the line. Freight traffic was expected to make the line profitable. The slow speed of the trains was not commensurate to passenger use, neither was the steep incline down to Coalport. Apparently, “some passengers were frightened to go on in case the train didn’t stop at the bottom!” [2]
The passenger service on the line closed on 2nd June 1952. Freight traffic continued until 1964.
The southern section of the line, from the northern end of Telford Town Park is now on the Silkin Way, a walkway named after Lord Silkin who was a pioneer of the Telford New Town development in the 1960’s. The northern length of the line has been lost under the development of the New Town. Part of the northern length of the line, North of Oakengates, is now a section of the A442 dual carriageway.
The Coalport Branch of the Shropshire Canal.
The history of the LNWR railway branch line is built on the story of the Canal and it is with that story that any investigation should begin. Separate article cover the route of the Canal and the first of these can be found on this link:
Wellington Railway Station to Hadley Railway Station
Wellington Railway Station was the junction station for the Coalport Branch passenger services. The bay platform on the South side of the Wellington Station site was shared with the GWR Coalbrookdale line (Wellington & Severn Junction Railway). The station and the line to its East are covered in the link below:
Coalport East trains left the Shrewsbury to Birmingham line and for a short distance, to Hadley Junction, travelled along the line from Wellington to Stafford. After passing through Hadley Railway Station trains took to the Branch which curved away to the South of the main line.
Hadley Railway Station to Wombridge (Goods)
Experience shows that it is very difficult to plot a line on the ground when significant development has taken place. For the first section of this line the redevelopment from the 1960s into the 21st century has been very significant. In this article I have relied on modern satellite images provided by railmaponline.com. [4] As usual, historic mapping comes from the NLS (National Library of Scotland).
Hadley Railway Station appears on the left of this extract from the 25″ Ordnance Survey of 1901, published in 1902. The trackwork associated with the junction and with Castle Car Works can be seen at the top right of the extract. [60]The same area in the 21st century as shown on the ESRI satellite imagery provided by the NLS. [60]An enlarged extract from the 25″ Ordnance Survey which shows the area immediately around Hadley Station. [61]The same area on the modern satellite imagery of Google Maps. [62]Caren Craft shared the photograph of modern Hadley taking shape on the Hadley History Facebook Group on 26th June 2022. The photo was carried by the Shropshire Star on 15th August 2011. Both of the two railway bridges can be seen on the left of the image carrying the new single track railway line. [80]
Hadley Railway Station served the former Stafford to Shrewsbury Line and was the start of the branch to Coalport. The station was opened in 1849 and closed in 1964. The line through Hadley was closed from 1964, with the last remaining stretches of track being taken up in 1991. In the late 2000s a stretch of track was re-laid to the Telford International Railfreight Park for freight purposes only. [63]
Telford International Railfreight Park (known as TIRFP) is rail freight depot and construction development site located in Donnington to the north of Telford, on the former route of the Stafford to Shrewsbury Line. The terminal was opened in 2009. [64]
The old bridge at Hadley Station viewed from the North. [Google Streetview, June 2022]The old bridge at Hadley Station viewed from the South. [Google Streetview, June 2022]An early view looking North up Station Road under the railway bridge. This image was shared on the Hadley History Facebook Group by Caren Craft on 3rd July 2022. [71]
A later view (1963) of the bridge which was shared on the Hadley History Group by Tony Handley on 22nd March 2021. [73]
An even later image (1986) of the same bridge with the new pedestrian/cycleway bridges in place. This view was shared on the Hadley History Facebook Group by Lynne Purcell on 5th February 2021. [74]
Wombridge Priory was a small Augustinian monastery established in the early 12th century, it was supported by a network of minor nobility and was never a large community. Despite generally good financial management, it fell within the scope of the Suppression of Religious Houses Act 1535 and was dissolved in the following year. [82]
The priory was dedicated to St Leonard. St Leonard was particularly popular in the 12th century following the release of Bohemond I of Antioch, a captured crusader – a circumstance which he seems to have attributed to the saint’s intercession. White Ladies Priory, another Shropshire Augustinian house, was also dedicated to St Leonard, as was the parish church at Bridgnorth, [82] and at a later date, Malinslee Parish Church. Remains of the priory buildings remained visible until the 19th century but are now hidden beneath the churchyard and other development. They were excavated in the 1930s and again in 2011 and 2012. [82]
The church was designated to St. Mary and St. Leonard and was built in 1869 by George Bidlake. It is the fourth church on the site of the Priory.
An aerial view of Wombridge Church with some of the remains of the Priory evident. This photograph was shared on the Telford – The Ultimate Guide Facebook Group by Steve Bowers on 27th February 2023. [83]
The bridge which carried the Coalport Branch over what was once Wombridge Road was demolished to make way for the A442 Queensway.
This photograph was taken during the demolition of the bridge. It is the only photo I have been able to find of the old railway bridge. It appears to have been taken from the South. Headroom would have been quite limited. The photograph was shared by Paul Wheeler on the Telford Memories Facebook Group on 23rd November 2017. [84]
We continue on our journey along the old Coalport Branch with a ground-level shot along the A442 showing the line of the old railway.
Looking Southeast along the A442, Queensway from the Northwest-bound off slip road. The A442 was built over the line of the Coalport branch which was curving along the length ahead towards the Southeast. [Google Streeetview, June 2022]The 25″ Ordnance Survey from the turn of the 20th century again. The important feature on this length of the Coalport Branch was the bridge which carried Stafford Road over the line. [12]Once agin, this satellite image covers approximately the same area as that covered by the OS map extract above. The purple line is the route of the Coalport Branch as recorded on railmaponline.com. [4]An image from the Southbound carriageway of the A442 from a position at the top-left of the satellite image above. [Google Streetview, June 2022]From the same Southbound carriageway, the bridge which carries Stafford road over the A442 is visible in the distance. The Coalport Branch followed a tighter curve than the modern road, passing under Stafford Road to the South of the modern bridge over the A442. [Google Streetview, June 2022]Stafford Road, Oakengates looking North across the bridge over the A442. The bridge over the Coalport Branch would have sat just to the South side of the modern A442 in roughly the location indicated by the purple line on the photograph. [Google Streetview, June 2022]
A Brown’s Sentinel bus crosses the Stafford Road bridge in Oakengates in March 1963. For much of his married life, Ron Dean was in the driving seat. And his wife Greta was his conductor. The camera is pointing towards the South. [15]
Stafford Road Bridge again, sometime in the 1960s before the A442, Queensway dual carriageway was built. This was probably taken at the time that a footbridge was being installed alongside the road bridge. The photo is taken facing South along the Brach line. It was shared on the Telford memories Facebook Group by Bear Yeomans on 7th February 2016. [16]Looking North from Stafford Road Bridge along the Coalport Branch towards Hadley Junction. This image was shared on the Oakengates History Facebook Group by Gwyn Thunderwing Hartley on 23rd May 2020. [50]Looking North under Stafford Road Bridge along the Coalport Branch. This image was shared on the Oakengates History Facebook Group by Gwyn Thunderwing Hartley on 30th July 2018. [51]This aerial photo of Oakengates was taken in November 1970. Just to the right of the top-centre of the image, Stafford Road bridge can be seen with the footbridge alongside it. The A442 is not evident, but the Coalport Branch cutting can be followed from the road bridge to the right. This image was shared on the Telford Memories Facebook Group by Marcus Keane on 22nd March 2022. [19]An enlarged extract from the picture immediately above showing Stafford Road bridge in the top-left. [19]This next length of the line takes us through Oakengates Market Street Railway Station and Goods yard. The 25″ Ordnance Survey of 1901, published in 1902 shows the station and goods yard to full advantage. [20]The railmaponline.com satellite image of the same area as in the map extract above. This begins to show how congested the area around Oakengates was with a variety of railway lines and sidings. [4]The levele crossing to the immediate North of Oakengates Market Street Station with the gates closed to road traffic to allow the passage of a goods train in the capable hands of a Pannier tank! We are looking East up Station Hill. This view was shared by Gwyn Thunderwing Hartley on the Oakengates History Facebook Group on 10th March 2017. [55]Looking East up Station Hill from Oakengates Market Street Station forecourt. This image was shared by Metsa Vaim EdOrg on the Telford Memories Facebook Group on 2nd November 2019. [26]
This photograph is taken from a point just off the left of the above image and also looks East up Station Hill across the railway line, which was by the time the picture was taken, closed. The image was shared on the Telford memories Facebook Group by Marcus Keane on 13th November 2016. [27]
Oakengates Market Street Station from the East. This image was shared on the Oakengates History Facebook Group by Gwyn Thunderwing Hartley on 29th March 2021. [49]Oakengates Market Street Station as seen from the East on Station Hill, adjacent to the Police Station. This image was shared by Paul Wheeler on the Telford memories Facebook Group on 16th August 2017. [21]A view from almost exactly the same location in 2022. The police station site is on the left of the image, the modern railings in the same location as on the image above. The A442, Queensway, overbridge now dominates the scene. [Google Streetview, June 2022]Looking West into Oakengates after the removal of the passenger facilities at Oakengates Market Street Station. Rails remian in the road. It is possible that this photograph was taken in the late 1950s or the very early 1960s. It was shared on the Oakengate History Facebook Group by Gwyn Thunderwing Hartley on 10th March 2017. [56]This little tableau of three images (one above and two below) were shared on the Oakengates History Facebook Group on 16th July 2019 by Gwyn Thunderwing Hartley. Two of the pictures show the work going on to deal with a derailment of a Pannier Tank. The photographs of the derailment were sent to the Group by John Wood and were taken by Mike Dodd. Gwyn Thunderwing Hartley writes: A “derailment at Oakengates Crossing sometime before 1958. This is the LNWR LMS Rail line Market Street/Station Hill. Pic 3 shows where the then disused Line cuts across the Station Hill Road (the line ran between the Building and the Bus Stop traveling in the direction of Wellington), the building is the old Whitefoots Showroom, this was formerly a Pub, the building you can see the back of in the derailment pic is this same as in Pic 3. Much of this info is from John Wood.” The first picture shows the level crossing gates in the background and was taken looking Southeast with the Goods Yard and erstwhile Station Buildings beyond the Crossing gates to the South. The first of the two pictures below is taken looking North from the crossing gates. [57]HistoryLooking South from the level-crossing at the bottom of Station Hill and the top of Market Street. Market Street Railway Station buildings were off the image on the right. The station platform edge can be seen through the crossing gates. The line curves round passed the Goods Yard, under Canongate Bridge and on towards the A5 at Greyhound Bridge. The photo was shared by Gwyn Thunderwing Hartley on the Oakengates History Facebook Group on 9th November 2019. [58]Oakengates Market Street Station in the 1930s looking North towards Hadley, (c) C.L. Mowat used here with permission from dawleyhistory.com. [81]The view North through Oakengates Goods Yard and Market Street Station. The crossing gates at Station Hill/Market Street appear to be closed to rail traffic. The station building sits to their left in the centre of this image. This image was shared by Paul Wheeler on the Telford memories Facebook Group on 16th August 2017. An equivalent modern view from Canongate is not feasible because the industrial site is now screened by trees. [22]Looking North towards Oakengates Market Street Station through the Goods Yard in 1932. This picture was shared on the Oakengates History Facebook Group by David Bradshaw on 27th November 2016. The goods train is hauled by an unidentified 0‒6‒0 and is passing a Super D 0‒8‒0 waiting in the goods yard. The very sharp curve just apparent on the extreme left is Millington’s timber yard siding. The shed on the left was latterly used by the CWS as a store, (c) C.L. Mowat. [54] [81]Looking North through the area that was Oakengates Market Street Station Goods yard from the Eastern end of Commercial Way. The purple line shows the approximate route of the Coalport Branch. The white building at the centre of this image is the old goods shed now put to a different use! [Google Streetview, June 2022]Looking Southeast from the same location. The mainline of the Coalport Branch would have run along the treeline behind the industrial units. [Google Streetview, June 2022]The view from the Southeast on Canongate. The purple line shows the approximate location of the Coalport Branch which passed under the road by means of a bridge. [Google Streetview, June 2022]Canongate Railway Bridge was a brick-arched structure. It is seen here infilled to support the road above. This image was posted by BruceS on Waymarking.com on 2nd June 2015. [23]Looking North under Canongate Bridge towards Oakengates Market Street Station. This picture was shared on the Oakengates History Facebook Group by Gwyn Thunderwing Hartley on 12th October 2017. [52]An aerial image looking North along the line of the Coalport Branch in 1948. Canongate bridge is in the centre of the image, the Station is towards the top of the image beyond the goods yard, (c) Historic England, Britain from Above (EAW013748). [24]An extract from the above image which shows Canongate, the Goods Yard and the Station in greater detail, (c) Historic England, Britain from Above (EAW013748). [24]The next length of the Coalport Branch took it passed Snedshill Iron Works and into a tight corridor which included the GWR Shrewsbury to Birmingham railway Line, the Coalport Branch and a Mineral Railway. This area is again shown on the 25″ Ordnance Survey of 1901, published in 1902. [26]Railmaponline.com’s satellite imagery shows the same area as in the OS map above as it appears in the 21st century. All the lines mentioned above are included in the overlay to the satellite imagery. [4]Another extract from the aerial image of 1948 which showed Canongate Bridge, this shows the area to the South of Canongate. Snedshill Iron Works are on the right of the image. In the centre of the image are John Maddock and Co.’s works for whom the aerial photographs were taken. Those works do not feature on either the 1901 Ordnance Survey or the modern satellite imagery. [24]Looking North from the A5 bridge over the Coalport branch. Snedshill Ironworks are on the right of the image. The bridge at the centre of the image is the same one that appears at the bottom of the aerial image immediately above. This photograph was shared on the Telford Memories Facebook Group by Paul Wheeler on 18th March 2018. [37]Looking Northwest along Reynolds Drive, Oakengates. The Coalport Branch was in cutting at this location. The purple line gives an idea of its Route. Its route crosses Hawkshaw Close a 100 yards or so to the left, as shown below. [Google Streetview, June 2022]Looking South along Hawkshaw Close, Oakengates with the line of the Coalport Branch shown. As noted above the line was in relatively deep cutting at this location. Google Streetview, June 2022]Looking North from Newlands Road, Oakengates, towards Oakengates Market Street Station. At this point on the line we are a little to the North of the accommodation bridge shown on the 1948 aerial image above. The approximate route of the line is again shown by the purple line. The line was, however, in deep cutting at this location. [Google Streetview, June 2022]Looking South from Newlands Road, Oakengates, along the line of the Coalport Branch which was in deep cutting at this location. The road to the right of this image is Station Road which onceran immediately alongside the old railway line a little further to the South.[Google Streetview, June 2022]Looking North along Station Road across the line of the old railway. Station Road was diverted when the new roundabout (immediately behind the camers) was constructed. The next two monochrome images focus on this location as it was in 1948. [Google Streetview, June 2022]The same length of line, but this time as shown in an aerial image from the Northwest, also taken in 1948. The image features John Maddock’s works with Snedshill Iron Works beyond, (c) Historic England, Britain from Above (EAW013752). [25]A closer view of the top-right of the above image with the Coalport branch heading away to the South. This area saw significant alterations in the later years of the 20th century. The significant bridge carries what is designated the B5061 in the 21st century, but was the A5 Trunk Road. The works immediately beyond the bridge and alongside the A5 are the Lilleshall Company’s Snedshill Brickworks, (c) Historic England, Britain from Above (EAW013752). [25]TH 1″ OS Map of 1898, published 1899, shows the location of the bridge. The immediate area is now under the Greyhound Roundabout which sits alongside the A442. [28]Looking Southeast along the A5 towards the Lilleshall works at Priorslee. The dominant building with the curved roof on the left of this image is the Lilleshall Company’s Snedshill Brickworks. The Coalport Branch passed under the bridge at the centre of the image. This phot was shared on the Telford Memories Facebook Group on 23rd February 2014 by Vince Allen. [29]Looking down into the cutting of the Coalport Branch from the East in 1973. The road running across the image is the A5. The arch bridge is the Greyhound Bridge which is eventually replaced by the Greyhound Roundabout. The picture was shared on the Oakengates History Facebook Group by Gwyn Thunderwing Hartley on 14th May 2019. [58]A local collapse of parapet walling alongside the bridge occurred in 1966. The bridge is off to the left of the photograph, the running line of the Coalport Branch just below the image. This press cutting was shared on the Telford Memories Facebook Group by Paul Johnson on 1st March 2014. [30]In this postcard aerial view of Snedshill Brickworks from the West, the Mineral Railway adjacent to the Coalport Branch is visible, crossing the A5 at the bottom edge of the image. The Coalport Branch is just off the bottom of the picture. [32]Snedshill Brickworks again, this time in the 1950s and viewed from the East. The A5 runs away to the right of the image. The cutting of the Coalport Branch runs across from middle-right to middle-left. The A5 bridge over the line is hidden by the Works buildings. This picture was shared on the Telford Memories Facebook Group by Marcus Keane on 26th March 2014. [36]From a similar angle to the last picture but taken from the Lilleshall Brickworks buildings in 1974, this image was carried by the Shropshire Star at the time. The A5 runs diagonally across the shot with the dwarf wall above the arched Greyhound Bridge visible to its right. The cutting of the Coalport Branch runs left to right across the centre of the image. The picture was shared on the Oakengates History Facebook Group on 22nd October 2020 by Gwyn Thunderwing Hartley. [59]
This photo does not have the best of definition, but it is worth including as it shows the view South across the Brickworks before redevelopment work in the area. The Shrewsbury to Birmingham line curves away to the East. The A5 bridge over the Coalport Branch is visible at the bottom of the image. [33]
This aerial image looks to the South at a time of great change in the local landscape. In the bottom-eft of the image, the A5 still runs on its route passed the Snedshill Brickworks and across what was once the Coalport Branch. Greyhound roundabout is under construction. South of the roundabout the mainline from Shrewsbury to Birmingham appears out of its tunnel and the A442 construction alongside it is well advanced. Toward the top of the image is the M54 construction work and in the top-right corner, part of Telford’s new town centre. [33]This aerial image is taken facing North. The Coalport Branch no longer features. Snedshill Brickworks remain and the A442 is not yet completed and there is little or no evidence of it North of Greyhound Roundabout. What will be the Northbound off-slip road from the A442 runs South away from the newly completed Greyhound Roundabout. [33]Looking North under the A5 towards Oakengates, apparently the bridge was known as Greyhound Bridge and gave its name to the roundabout that replaced it. This photo was shared on the Oakengates History Facebook Group by David Bradshaw on 27th November 2016. [54]
From this point South the A442 now occupies the space which once was used by the Coalport Branch. The Northbound slip road from the A442 can be seen following the line of the old railway on the Railmaponlin.com satellite image below.
The 25″ Ordance Survey of 1901, published 1902, shows the Coalport Branch passing over the GWR Shrewsbury to Birmingham main line. The GWR line passed under the area in a deep tunnel with the Coalport Branch above it also in a relative deep cutting. The two lines ran approximately parallel for a short distance. [31]Railmaponline.com shows the same area with the local lines overlaid on the satellite imagery from Google Maps. [4]The view North, back towards Oakengates from the northbound slip road of the A442. [Google Streetview, June 2022]The view South from the same location showing the approximate route of the Coalport Branch. [Google Streetview, June 2022]
