The South Yorkshire Railway was a railway company with lines in the West Riding of Yorkshire , England.
58-411: The Elsecar Heritage Railway (EHR) is located on the southern part of the former South Yorkshire Railway freight-only branch which ran from Elsecar Junction on its Mexborough to Barnsley Line. The Elsecar Heritage Railway operated an out and back tourist train ride on a 1 mile (1.6 km) section of the branch using steam and diesel locomotives, previously running between Rockingham station (at
116-619: A branch west to Worsborough was opened in 1850. The main line continued northwest (via Aldham junction ) to Barnsley, forming and end on junction at the south end of Barnsley Exchange station . The line opened on 1 July 1851 and a passenger service from Doncaster was begun, operated by the GNR with its locomotives and stock, as the SYR did not yet own any passenger coaches. The branch to west through Worsborough continued to at terminus at Moor End goods station , near Silkstone Common , opened by 1852. This gave
174-505: A commitment was made by Barnsley Council to reopen the site. In November 2023 Barnsley Council and Historic England announced plans to re-open the site with a track engineering college with places for 400 students each year and employment for 40 staff. The £25 million plan has been allocated some funding from the Cultural Development Fund though the plans are not expected to happen straight away. Other ideas for developing
232-468: A connection to it via the short extension of the SYR across the Trent. The SYR's line was 2 miles 59 chains (4.4 km) in length, for which the act had provided powers to raise an additional £100,000 through shares, plus a third of that in loans. In the parliamentary session of 1861/2 the company applied for, and obtained an act to make a straightened line from Doncaster to Thorne. The proposed line
290-651: A junction with the Manchester and Leeds Railway east of Horbury. There were also proposed several branches and deviations of the main line, with junctions to several already established railways, including the Sheffield, Ashton-under-Lyne and Manchester Railway near Brightside; the Huddersfield and Sheffield Junction Railway near Penistone ; two junctions to the North Midland Railway near Cudworth and Carlton ; and
348-548: A large triangle junction . Railway works were established at the junction c. 1870 (see Charles Roberts and Co. ). As of 2006 the line is still extant and in use. At a meeting held on 5 October 1846, it was recited that it had now been agreed to lease one portion of the line to the Manchester & Leeds Company and another portion to the South Yorkshire, Doncaster & Goole Railway Company (SYD&GR). In
406-463: A line from its terminus at Keadby, across the Trent, with one bill promoting a line continuing to the MS&;LR's line near Brigg; in the same session of parliament a line was promoted from Keadby utilising a section of railway between the Trent and River Ancholme already under construction by Charles Winn , with an extension connecting to a junction on the MS&LR's line southwest of Barnetby station ,
464-604: A line to be built connecting the North Midland to Doncaster. A bill was introduced to Parliament for a South Yorkshire Coal Railway in 1846. but failed to win the required powers but was re-introduced later, in a shorter version. In the 1846/7 session of Parliament the South Yorkshire, Doncaster and Goole Railway Company (SYD&GR) was established 22 July by the South Yorkshire, Doncaster and Goole Railway Act 1847 ( 10 & 11 Vict. c. ccxci) enabling it to acquire
522-526: Is now engaged in refinements to the permanent way, together with the necessary regulatory processes (with the local authority and the Office of Rail and Road ) to see the extension opened for public services. In November 2013 the EHR received a lottery grant of £50,000 to finance the provision of a Coal Mining Memorial Park at Cortonwood Colliery, a nationally important site, where the 1984/5 Miners Strike began. The project
580-580: The Trent, Ancholme and Grimsby Railway ; the SYR also had a bill which only required the construction of a short line over the Trent to the Trent-Ancholme line. The Trent, Ancholme, and Grimsby Railway Act 1861 ( 24 & 25 Vict. c. clvi) passed for the Trent, Ancholme and Grimsby line, and the South Yorkshire Railway Amendment Act 1861 ( 24 & 25 Vict. c. clxix) was passed for
638-725: The Great Northern Railway , the South Yorkshire Railway and River Dun Company's Transfer Act 1852 ( 15 & 16 Vict. c. cliii) was passed. The amalgamation was not carried through and the process was abandoned by both companies. The company constructed a line on the banks of canals from Doncaster to Thorne in the 1850s, – in 1859 passenger services were operated for: Sheffield via Westwood to Wombwell, and then to Barnsley (for Wakefield and Leeds); and from Barnsley to Doncaster, and then to Thorne; plus and return services. Around four trains per day were operated each, with
SECTION 10
#1732858109650696-573: The North Midland Railway and the, still at proposal stage line of the Manchester, Midland and Great Grimsby Junction Railway which saw the South Yorkshire proposals as a rival to its own intentions. The opposition won the day and the South Yorkshire Coal Railway Bill was defeated. The North Midland Railway completed its line between Leeds and Derby passing through Swinton, its nearest point to Doncaster. This led to pressure for
754-476: The River Dun Navigation and Dearne and Dove Canal . The act of Parliament enabling the takeover or lease of the railway was passed as the South Yorkshire, Doncaster and Goole Railway Act 1847 ( 10 & 11 Vict. c. ccxci), creating the named company with capital of £750,000 and power to raise money through loans up to £250,000. In 1850 the company applied to make a deviation of, and abandon part of
812-499: The River Dun Navigation , and Dearne and Dove Canals ; and had permission for a line from Swinton to Doncaster and other branches. On 10 November 1849 the first section of line opened between Swinton and Doncaster, with the remainder opening in the early 1850s. In 1850 the company formally amalgamated with its canal interests, forming the South Yorkshire Railway and River Dun Company , in context generally referred to as
870-692: The South Yorkshire Railway , known as the Elsecar Branch. Following assorted mergers the line finally became part of the LNER upon formation of the Big Four . The whole infrastructure was nationalised after the Second World War, with the mines becoming part of the National Coal Board in 1947 and the railway becoming part of British Railways in 1948. The Elsecar branch closed in 1984 following closure of
928-411: The South Yorkshire, Doncaster and Goole Railway (Deviation and Extension of Elsecar Branch) Act 1850 ( 13 & 14 Vict. c. xxxv) and the South Yorkshire Railway and River Dun Company Act 1850 ( 13 & 14 Vict. c. lvii); two bills were submitted in 1849 so that the one making a deviation at Doncaster, which was not likely to be opposed was not jeopardised by the other. Formal amalgamation with
986-502: The Wakefield, Pontefract and Goole Railway near Featherstone . The purpose of the railway was to serve the populous regions of West Yorkshire, and to transport minerals (coal) extracted in the Barnsley, Silkstone , and Chapeltown regions. The bill was originally supported by the Manchester and Leeds Railway (M&LR), who were to provide half the capital for the line, as well as work
1044-472: The "South Yorkshire Coal Railway", set out its plans in a prospectus in 1845. Its proposals were given as being "To connect the South Yorkshire coalfield with the existing and proposed main lines of railway, in connection with the canals and navigation of that district": Nothing further than to move coal from the area where it was mined to its major markets. These met with opposition in Parliament, principally from
1102-477: The "South Yorkshire Railway". As well as extensive colliery traffic, the company's tracks eventually supported a passenger service between Barnsley and Doncaster; a branch line from Wombwell to Sheffield through the Blackburn valley; and services beyond Doncaster to Thorne and Keadby . The South Yorkshire Railway was absorbed by the Manchester, Sheffield and Lincolnshire Railway in 1864. A company, named
1160-421: The 1850s the SYR created a railway line from Doncaster to Thorne; the line was built without parliamentary sanction for its construction, on the banks of the canals between the two places. A single track line of 10 miles 44 chains (17.0 km). The line ran along the southern bank of River Don 'Flood Drain', starting from Marsh Lane junction just north of Doncaster. After Long Sandall it followed
1218-557: The Barnsley company shares converted into £260,050 of L&YR 'Barnsley stock', after which the SRBWG&;GR was dissolved. As part of the L&;YR (and under the LMS) the line was known as the 'Barnsley branch', with the junction to L&YR (Manchester & Normanton Line) known as Horbury Junction . Around 1900 a chord was constructed at the northern end ("Horbury and Crigglestone loop"), creating
SECTION 20
#17328581096501276-529: The Dun and Dearne canals took place 12 April 1850. After amalgamation the company became the South Yorkshire Railway and River Dun Company . In reference to its railway activities it was usually referred to as the South Yorkshire Railway . Work on the main line was under way by October 1847, the first, ceremonial sod being cut in "Warmsworth Field", the site of the present day cutting. Work ran overtime but
1334-522: The M&;LR company shareholders agreed to lease, and potentially purchase the line, as permitted in the 1846 act. The M&LR (after 1847 the Lancashire and Yorkshire Railway , L&YR) obtained the line, north of Barnsley (see also Barnsley railway station ) running to Horbury Junction southwest of Wakefield. The line was leased at 5% on £260,000 plus receipt of half the calculated net profits. As built
1392-430: The MS&LR to take over the SYR for 999 years. As part of the arrangement the MS&LR was to pay the dividends and interests relating to SYR stock, and to give half of the net profits of the line to the South Yorkshire company, with working expenses taken to be 38% of gross profits for accounting purposes. The South Yorkshire Railway and River Dun Company's Vesting Act 1874 ( 37 & 38 Vict. c. cxxxi) enabled
1450-521: The Midland, a branch from Worsborough to Penistone was also declined. The company's allowed share issue was £750,000 in £20 shares. The company applied for modifications and extensions to, and abandonments of some of its lines in the 1847/8 and 1849/50 parliamentary sessions, resulting in three further acts, the South Yorkshire, Doncaster, and Goole Railway Act 1848 ( 11 & 12 Vict. c. lxv),
1508-609: The River Don and curving southwest, running near to the northside of the Sheffield Canal , before crossing that canal just south of Attercliffe and then forming a triangle junction with the MS&LR line. In 1861 Manchester, Sheffield and Lincolnshire Railway (MS&LR) began a lease of the SYR, having already allowed the company use of Sheffield Victoria station . On 23 June 1864 the South Yorkshire Railway and River Dun Transfer Act 1864 ( 27 & 28 Vict. c. lxxvii) enabled
1566-643: The SYR not to oppose the bill; and an act authorising the Hull and Doncaster Branch was authorised 23 July 1863. In the same session the SYR obtained an act to modify its permitted (1862) straightening of the Doncaster Thorne line. The new line was double track. A junction was also made with a branch of the West Riding and Grimsby Railway , which ran from Adwick junction near Adwick le Street westward to Stainforth junction near Stainforth. The station at Thorne
1624-472: The South Yorkshire Railway with its own locomotives and stock. The line opened for goods traffic on 11 September 1854, and was single track throughout, with just one passing point, Westwood . The line was extended from Meadowhall to Tinsley in 1861 and eventually reached Woodburn Junction, on the main line of the M.S.& L.R. just east of Sheffield Victoria , opening on 1 August 1864, just after
1682-509: The back of the Elsecar Heritage Centre ) and Hemingfield Basin. The railway was operated using a variety of different preserved rolling stock. The EHR had planned to eventually operate the line into Cortonwood , with a new halt at Hemingfield , doubling the length of the line to two miles. The line was built to serve Earl Fitzwilliam's collieries and ironworks, which he leased out to local ironmasters. It opened in 1850 as part of
1740-637: The company access to more collieries and so more traffic over its rails. In March 1852 land was bought to complete the line between Barnsley and Sheffield, although at this time the only way a through service of any type could be offered was by a reversal at Wombwell Central . The SYD&GR. diverted the route purchased from the SRBWH&;GR at the request of the colliery owners in the Dove Valley who had no railway line to serve their pits at Blacker Main, Platts Common and Hoyland Common. Because of this they abandoned
1798-476: The company ceased as a separate entity. The "Darnall Curve", linking this line to an east facing junction on the main line, was also opened in 1864. Increasingly recognised as a bottleneck, the line was doubled in 1876 and Ecclesfield station was remodelled with staggered platforms linked by a footbridge. In the parliamentary session of 1851 the South Yorkshire Railway and River Dun Company (SYR&RDCo.) applied for permission to lease, sell or amalgamate itself with
Elsecar Heritage Railway - Misplaced Pages Continue
1856-490: The exception of trains from Doncaster to Thorne, which had one less service. In the 1860s the South Yorkshire Railway (Sheffield and Thorne) Act 1862 ( 25 & 26 Vict. c. cxli) and the South Yorkshire Railway Act 1863 ( 26 & 27 Vict. c. cxlvi) allowed the Barnsley to Sheffield branch to be extended to a junction with Manchester, Sheffield and Lincolnshire Railway 's (MS&LR) Sheffield line; and
1914-502: The final colliery on the line. Restoration began in 1994 as a project of Barnsley Metropolitan Borough Council , and the line reopened as a heritage railway in 1996, operated by the Council. The Elsecar Heritage Railway became the operator in 2006. Elsecar Heritage Railway was mothballed indefinitely when its operators surrendered their lease in November 2020, it was reported at the time that
1972-548: The ground was cleared and levelled for ballast and track alterations in anticipation of constructing the station at Hemingfield, currently the end of the line. On 19 April 2013 the EHR built the level crossing on Tingle Bridge Lane, financed by a Director's loan, and began extending the line into Cortonwood Colliery, as the next step of the Project. By June 2014 the whole track had been laid up to Cortonwood, with minor levelling and ballasting remaining to become operational. The railway
2030-580: The line to Thorne to be straightened. Junctions were made with the Doncaster Thorne line with the NER's Hull and Doncaster Railway at Thorne junction (opened 1869); and to the southeast end of the jointly operated ( Great Northern and MS&LR) West Riding and Grimsby Railway , authorised by the West Riding and Grimsby Railway Act 1862 ( 25 & 26 Vict. c. ccxi) at Stainforth junction (or Hatfield junction ) southwest of Stainforth and Hatfield station . The South Yorkshire Railway Act 1863 also enabled
2088-490: The line was ready for a trial run to take place on 29 October 1849 when a special train left Doncaster, Cherry Tree Lane station located on the triangle junction with the Great Northern Railway (GNR), southwest of Doncaster. The train, made up of two first class carriages loaned by the Midland Railway and a GNR open wagon fitted with seats, was propelled by a four-coupled tank locomotive which had been used for ballasting
2146-540: The line was single track, excluding at the junction at the Horbury end, and was 8 miles 62 chains (14.1 km) in length; the line was declared fit for use on 26 December 1849, and was handed to the L&YR on 31 December 1849. The line was doubled by 1855. The merger of the section of the line leased to the Manchester and Leeds into that company was permitted by the Lancashire and Yorkshire and East Lancashire Railway Act 1858 ( 21 & 22 Vict. c. cxliii), with
2204-637: The line was £450,000 for the northern part and £350,000 for the southern part. The M&LR withdrew from the capital subscription arrangements, and instead agreed to take a lease on the line. The company obtained the Sheffield, Rotherham, Barnsley, Wakefield, Huddersfield, and Goole Railway Act 1846 ( 9 & 10 Vict. c. cccliv) on 7 August 1846, allowing a share capital of £800,000 and permitting raising money by loans of up to £266,000, with railway of 27 miles (43 km) authorised, of lines of total length 50 miles (80 km) submitted. On 9 September 1846
2262-594: The line. The Board of Trade inspector, Captain George Wynne, inspected the Doncaster-Swinton section of the line on 31 October 1849 and reported it as safe for use, also noting some deviations from the permitted line. The date of opening was set for Saturday, 3 November, however delays put this back by a week, and the Swinton to Doncaster line was opened 16 November 1850. The passenger service, to run from Sheffield,
2320-566: The north bank of the River Don Navigation , past Kirk Sandall , Barnby upon Don , Sand Bramwith to Stainforth ; and thence along or close to the north bank of the Stainforth and Keadby Canal to Thorne. The line initially terminating at Thorne Waterside railway station (or "Thorne Lock"), which was then the only station on the line. The line opened freight in December 1855. The line
2378-440: The original company was dissolved. The Sheffield, Rotherham, Barnsley, Wakefield, Huddersfield, and Goole Railway (SRBWH&GR) applied to Parliament in the 1845/6 session for a railway line. The main line was to begin from junctions with the Sheffield and Rotherham Railway near Brightside and Kimberworth roughly halfway between Sheffield and Rotherham, past Ecclesfield and Tankersley to Barnsley , then past Darton to
Elsecar Heritage Railway - Misplaced Pages Continue
2436-474: The parliamentary session of 1846/7 the company sought permission to deviate and abandon parts of the line permitted by the 1846 act of Parliament, as well as allowing the lease or sale of the line south of Barnsley to the South Yorkshire, Doncaster and Goole Railway Company. At the same time the SYD&;GR was seeking an act of Parliament to allow its incorporation, acquire the SRBWH&GR, make new lines, and acquire
2494-417: The permanent way materials for the level crossing arrived and a donation scheme was set up to raise the remainder of the money needed. Funds raised through this scheme have since been used to purchase barriers and traffic signals for the crossing ready for building. In August 2012 trial holes were dug to locate services under the road surface ready for construction of the crossing to take place. On 21 June 2012
2552-505: The permitted lines of Sheffield, Rotherham, Barnsley, Wakefield, Huddersfield and Goole Railway (SRBWH&GR) south of Barnsley, make new lines, and acquire the River Dun Navigation and Dearne and Dove Canal . The company's permitted lines were a main line from Doncaster to a junction with the Midland Railway at Swinton plus several branches. Powers for a branch from Mexborough to Rotherham were refused, due to opposition from
2610-663: The purchase of the Barnsley Coal Railway . The company also obtained the South Yorkshire Railway Act 1864 ( 27 & 28 Vict. c. xix), allowing a branch from the Barnsley Coal railway to the Midland's branch near Monk Bretton, unbuilt; the Barnsley Coal railway was extended north and an extra junction made with the SYR' Barnsley line in the late 1800s, enabled by the Manchester, Sheffield and Lincolnshire Act 1874 ( 37 & 38 Vict. c. cxxxii). In
2668-569: The railway for 40% of net profit; during the passage of the bill through Parliament agreement was reached that a rival company, the South Yorkshire Coal Railway and Canal Company would take control of the line south of Barnsley, and the LYR the portion north, with each company having running powers over the Silkstone and Dodworth branches. The split in capital apportioned to the construction of
2726-603: The receipts. The Elsecar branch was opened for mineral traffic on 1 March 1850. The branch connected to the main line to Barnsley at Elsecar junction , and served Earl Fitzwilliam 's colliery in Elsecar . The coal was passed to the GNR for shipment to Boston Docks. It was always the intention of the company to convey the coal over its own metals for onward shipment and a line was projected to run east of Doncaster for this purpose. The main line northwards towards Barnsley had reached Oldham Bridge (later known as Aldham) by 1850, and
2784-409: The reinstatement of two level crossings , Tingle Bridge Lane and Smithy Lane. The latter, being a quiet road, will be protected by manually-operated crossing gates of traditional design. Tingle Bridge Lane is a busier road, and the railway is constructing a semi-automated crossing barrier system, with barriers manually lowered from a signal box, but automatically raised by track circuitry. On 16 May 2011
2842-480: The site include a restaurant, a cycle hire centre, an outdoor performance area, and public spaces. The railway's collection of steam locomotives are used regularly for passenger services. The railway's diesel locomotives are used to operate both passenger and engineering trains. Coaching stock is painted in British Railways 'lined maroon' livery. The railway's extension, currently under construction, involves
2900-552: The transfer of the rights and responsibilities of the company to the MS&LR, and the former company was dissolved. Abbreviations: Because of duplication of tracks between main centres, the inconvenient siting of passenger stations, closure of collieries and other lineside works much of the system has now been closed or truncated. The remaining open sections are as follows: Sheffield, Rotherham, Barnsley, Wakefield, Huddersfield and Goole Railway The Sheffield, Rotherham, Barnsley, Wakefield, Huddersfield and Goole Railway
2958-510: The tunnel at Birdwell although much work had already been carried out. The line, through to a junction with the Midland Railway near Wincobank, on the outskirts of Sheffield, enabled trains to run to the Wicker station in Sheffield. Passenger trains from Barnsley to Sheffield began on 9 September 1854, with a service between Doncaster and Sheffield from November 1855. This service was operated by
SECTION 50
#17328581096503016-491: Was also constructed, again without parliamentary powers and built on the canal bank already in the company's ownership. The line ran from Thorne on the north bank of the Stainforth and Keadby Canal to Keadby. The line was opened in September 1859 with only one intermediate station at Crowle , others at Maud's Bridge , Medge Hall , Godnow Bridge were opened shortly afterwards. In 1860 the company began seeking permission for
3074-415: Was an early British railway company. The company obtained an act in 1846 for 26 miles of railway, with a main section from Wakefield to Doncaster via Barnsley. The section south of Barnsley became the property of the South Yorkshire, Doncaster & Goole Railway Company c. 1851 , and the northern section was amalgamated into the Lancashire and Yorkshire Railway c. 1858 , after which
3132-562: Was completed in November 2014. 53°29′37″N 1°25′09″W / 53.49374°N 1.41927°W / 53.49374; -1.41927 South Yorkshire Railway Initially promoted as the South Yorkshire Coal Railway in 1845, the railway was enabled by an act of 1847 as the South Yorkshire Doncaster and Goole Railway Company which incorporated into it the permitted line of the Sheffield, Rotherham, Barnsley, Wakefield, Huddersfield and Goole Railway south of Barnsley,
3190-450: Was moved nearer the town centre after only a short time ( Thorne (Old) railway station ) and remained as such until the 'straightening' in 1864 when Thorne South was opened. The 1863 act allowed a southwards extension of Blackburn Valley line to meet the MS&LR's line into Sheffield near Attercliffe . The line ran from Meadowhall junction north of the connection with the Sheffield and Rotherham line, passing under that line, crossing
3248-546: Was passed as safe for passengers by the government inspector in June 1856, provided only one engine was in steam at any time on the line, and subject to a maximum speed of 12 miles per hour (19 km/h) as curves were as small as 8 chains (530 ft; 160 m) radius; road crossings at Bramwith, Barnby Dun and Stainforth were also required to be staffed. The line opened for passengers in July 1856. A second section from Thorne to Keadby
3306-493: Was to be operated by the Midland Railway and was timed to connect with their trains from the North, Derby, Birmingham, Gloucester, Bristol and London. At the opening the only intermediate station on the SYD&GR. was Conisbrough although further stations were added from 1 February 1850 to serve the villages of Mexborough and Sprotborough . The Midland company worked the line with its engines and carriages in exchange for one quarter of
3364-476: Was to branch from the extant line at Long Sandall Lock the pass roughly north and east rejoining the old railway at a junction at Maude's bridge east of Thorne. In the session of 1862/3 the North Eastern Railway (NER) obtained an act for a line from its Hull and Selby Line at Staddlethorpe ( now known as Gilberdyke ) to Thorne; the company had come to arrangements with rival companies including
#649350