This is a complete list of acts of the Parliament of the United Kingdom for the year 1869 .
52-519: The Bristol and North Somerset Railway was a railway line in the West of England that connected Bristol with Radstock , through Pensford and further into northern Somerset , to allow access to the Somerset Coalfield . The line ran almost due south from Bristol and was 16 miles (26 km) long. Opened in 1873, it joined with an existing branch from Frome to Radstock, and was later worked with it as
104-590: A factor. The Earl of Warwick had long been owed £113,000 and in January 1882 judgment in his favour was given in the court. The B&NSR had no money to pay, and were put in receivership . A remarkable parliamentary bill was submitted for the 1883 session: a Bristol and South Western Junction Railway was to be created. Its route would leave Andover, on the London and South Western Railway (LSWR) main line and run via Amesbury and Westbury to Radstock, where it would join both
156-488: A formal ultimatum by the company secretary, at which they declared that they would not continue with the work. A firm called Lawrence and Fry took over the works, while Bethell and Walton issued demands for payment for work done. The company itself was desperately short of money as subscribers had failed to respond to calls, and land acquisition was proving unaffordable; then on 27 June 1864 it was announced that Lawrence and Fry had become bankrupt. Lawrence subsequently approached
208-510: A junction with the newly formed Somerset and Dorset Railway near Bruton, running through the colliery areas of Pensford and Clutton, and with a branch to Camerton, where there were further collieries. It was to connect at Bristol with both broad gauge and narrow gauge lines, as well as having a tramway to the City Docks at the Floating Harbour . The proposal became a parliamentary bill, and
260-728: A line from Farrington Gurney to Shepton Mallet and the East Somerset line again; and from near Hallatrow to the Midland Railway Bath branch, joining it between Weston and Kelston, west of Bath, connecting with the Great Western Railway (GWR) line in passing. In 1866 the GWR and the Bristol and North Somerset Railway (B&NSR) jointly submitted a bill for a line from Mells to through Nettlebridge, south of Radstock to Chilcompton. In 1869
312-481: A line with a tragic financial story too involved to be recounted here, and of little interest nowadays, created a new break of gauge at Radstock, where it joined the old Great Western mineral branch from Frome; so, until the latter was converted to narrow gauge in June 1874, the 23 miles between Bristol and Frome had of course to be worked in two distinct sections, the southern of which was not adapted for passenger traffic until
364-399: A loss every year, and it is unlikely that the GWR would pay dearly to acquire it. The shareholders may have expected a sale price that would get them their money back; an unrealistic expectation that led them to reject an offer when the GWR made it in 1880, even though the directors recommended acceptance. Resentment against the GWR for supposedly excessive charges for working the line were also
416-682: A single entity. In 1882 the Camerton Branch was opened by the Great Western Railway to serve collieries at Camerton; it was later extended to Limpley Stoke, on the Bath to Trowbridge line. It closed to passenger traffic in 1925. The line's primary traffic was coal, and travel to work commuting into Bristol. Both of these traffic sources substantially declined in the 1950s, with the Camerton Branch fully closed in 1951. Passenger traffic ceased on
468-538: A single platform halt, continuing to climb to the bridge for the Norton Malreward road. The line then fell at 1 in 66 to Pensford, where there was a sixteen arch viaduct. The line then climbed again, passing Pensford Pit; reaching another summit it fell at 1 in 169, and then 1 in 71 towards Clutton, first passing sidings that accessed a siding serving Fry's Bottom Pit. The sidings at Clutton handled coal from Greyfield Pit. The line now fell at 1 in 58 to Hallatrow, where
520-519: A time impossible. The Bristol and North Somerset Railway Company found that raising finance was now impossible, and the company "collapsed". At a shareholders' meeting on 4 May 1867, the board disclosed that the company was now in the hands of creditors. Moreover, of the authorised share capital of £275,000, only £16,080 of shares had been applied for and issued; more had been given free to unfortunate suppliers and contractors in payment. Individual directors had given personal surety for company borrowings in
572-403: A west curve at Frome to reach the station there; the mineral line connection faced Westbury. On 5 July 1875 following an inspection by Col Yolland, the line opened to passengers. There were five trains between Bristol and Frome via Radstock daily, with two on Sundays. MacDermot summarises the events from the GWR point of view in stark terms: The opening of the Bristol and North Somerset Railway,
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#1732887092693624-475: Is the region's largest population centre. Before the region, from 1974 until 1996, the area was under the County of Avon with North Somerset . The term has been used in the Bristol and Bath area since at least the 18th century. The Royal Bath and West of England Society was named the Bath and West of England Society in 1790. The Royal West of England Academy received its present title in 1913. More recently
676-553: The B&;NSR in merging, and its Bill was withdrawn. Having obtained its authorising act of Parliament, the Bristol and North Somerset Railway Act 1863, the company appointed its engineer, James Frazer, and a contractor, Bethell and Walton. However Bethell and Walton asked for an advance of payment, but only got some shares in the company. They had what is now called a cash-flow problem, and further requests for cash came from them, with little work output to show. On 9 April 1864 they were given
728-474: The B&NSR obtained an act of Parliament, the Bristol and North Somerset Railway Act 1869 ( 32 & 33 Vict. c. cxi), confirming its powers to build the harbour tramway at Bristol. None of these lines was built by the company; only the line from a junction with the GWR immediately east of Bristol Temple Meads to Radstock was built. The Somerset and Dorset Railway (S&DR) was independent at this time, and
780-493: The Bristol and North Somerset Railway Act 1863 ( 26 & 27 Vict. c. clxviii) received royal assent on 21 July 1863: it was to be called the Bristol and North Somerset Railway , with capital of £275,000 and borrowing powers of £91,000. This appeared to serve the GWR objective admirably; the Wilts, Somerset and Weymouth had a branch to Radstock, and the network also served Salisbury; if the gauge of their Radstock branch were mixed,
832-490: The Somerset and Dorset Joint Railway at Radstock, and when that line closed to all traffic on 6 March 1966, there was a need to continue to serve a colliery at Writhlington , a little east of Radstock. As the Bristol and North Somerset line was still open for mineral traffic, a connection between the two lines was formed at Radstock, and for a period Writhlington was served in that way. Somerset coal continued to be transported to
884-540: The Somerset and Dorset Joint Railway which crossed the line and the river valley on an almost perpendicular course on a viaduct. The biggest civil engineering project on the line was the Pensford Viaduct over the River Chew . The viaduct is 995 feet (303 m) long, reaches a maximum height of 95 feet (29 m) to rail level and consists of sixteen arches and is now a Grade II listed structure . Until 1966 there
936-556: The 1864 session: from onward from the authorised Camerton branch to Bath; from the main line to Shepton Mallet, to join the East Somerset Railway there; and various branches in Bristol and at the docks there. Three bills followed for the 1865 session: for a railway from Radstock passing Writhlington (where there was an important colliery) and through Wellow and Midford to Monkton Combe, on the Bradford on Avon to Bathampton line; for
988-419: The 1950s new and efficient bus services were introduced in the greater Bristol area; there had been good business from passengers travelling to work in Bristol, and the bus services hit passenger carryings on the line. In September 1958 the passenger service on the line was halved. Nonetheless, the line was stated to be losing £18,542 annually, and the last passenger train ran on 31 October 1959. The line crossed
1040-478: The 5th July 1875. On 20 July 1874 the Somerset and Dorset Railway opened its Bath extension, passing through Radstock. Running through Midsomer Norton and Radstock from the south-west it crossed over the Bristol and North Somerset Railway (B&NSR) between the two places, paralleling the B&;NSR through Radstock itself. There were thus two adjacent level crossings in the centre of the town. The Bath extension exhausted
1092-524: The B&NSR made overtures to that company about an alliance or merger. This seemed to be a more fruitful way forward, and parliamentary bills were deposited to authorise the merger, and a physical connection at Shepton Mallet, but in May 1866 it emerged that the S&;DR had undertaken to route major traffic flows via the Bristol and Exeter Railway , with which it connected at Highbridge. This frustrated any advantage for
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#17328870926931144-423: The Bristol area, although not in the former volumes, until the embankment near Pensford was washed out in the summer of 1968. It was considered uneconomic to reinstate it, but the former WS&WR line to Frome was intact, although it had been dormant since April 1966. Accordingly, the line to Frome was re-opened and Somerset coal ran to Bristol via Frome. The Bristol and North Somerset line was finally closed north of
1196-539: The Camerton line trailed in. There was a short bay platform for Camerton branch passenger trains. Rising again, the line climbed at 1 in 65 and then fell again to Farrington Gurney Halt, where passengers obtained tickets at the Miner's Arms public house. Farrington Pit was alongside. Continuing to fall, the line reached Midsomer Norton and Welton passenger station and finally Radstock, later named Radstock West. The passenger service
1248-408: The GWR terminus. This required another authorising act of Parliament, the Bristol and North Somerset Railway Act 1870 ( 33 & 34 Vict. c. cxxx), and it was obtained on 14 July 1870. On getting the Bristol and North Somerset Railway Act 1870, the company sought offers from contractors and John Perry and Sons of Stratford quoted £90,000 to complete the line, and was awarded contracts. The intention
1300-520: The GWR's core traffic at a number of locations; and in consequence the GWR started to think more defensively about its position. This seems to have pushed the GWR into granting better terms to purchase the B&NSR line, and the Bristol and North Somerset Railway was amalgamated with the GWR in July 1884; the WS&;WR had been absorbed by the GWR in 1850, so that the entire line between Bristol and Frome via Radstock
1352-442: The Great Western Railway (GWR) would route through goods traffic over its line, and the GWR did not rush to do this, preferring their own double track line via Bradford on Avon. The company sustained a loss of £5,600 in 1876. The situation revived somewhat, and the former WS&WR section carried heavy volumes of coal, and was partly doubled in 1880. Easier coal seams were exploited and deep pits at Pensford and Dunkerton were sunk in
1404-698: The Parliament of Ireland . For acts of the devolved parliaments and assemblies in the United Kingdom, see the list of acts of the Scottish Parliament , the list of acts of the Northern Ireland Assembly , and the list of acts and measures of Senedd Cymru ; see also the list of acts of the Parliament of Northern Ireland . The number shown after each act's title is its chapter number. Acts passed before 1963 are cited using this number, preceded by
1456-517: The Somerset and Dorset Joint Railway and the Bristol and North Somerset line. The latter would be doubled, and a new central Bristol station would be built adjacent to the floating harbour, as well as a new central goods station at Lewins Mead. From a much more convenient Bristol station, the journey to London over this route and the LSWR was only 12 miles longer than by the Great Western Railway (GWR). The capital
1508-807: The Somerset and Dorset Railway Company financially, and it leased its line to the Midland Railway and the London and South Western Railway jointly on 13 July 1876, and became known as the Somerset and Dorset Joint Railway . The opening of the line gave easy rail access to cheap Midlands coal which was now brought into the area. The Somerset coalfield had the limitation that the seams were narrow and had exceptionally high costs, which were now massively undercut. Miners' wages were reduced leading to industrial action, and local coal production declined. In addition deficient siding accommodation led to congestion in actually getting offered traffic away. The company had assumed that
1560-581: The alteration from Broad to Narrow Gauge of all the Lines in the district which these railways accommodate. In fact the entire Wilts, Somerset and Weymouth network, 131 miles of line, now GWR property, was to be converted to standard gauge, triggered by the opening of the B&NSR line. The standard gauge was ready for the first time on 22 June 1874. The GWR continued with the upgrading of the Frome to Witham line, making it ready for passenger operation; this included laying
1612-440: The amount of £180,000; this was twice the authorised quantum. The liabilities were said to amount to £300,000, and sums expended could not be made to equate to work actually completed. The company secretary John Bingham became embroiled in claims of improper dealings. The "collapse" of the company was complete. Many people had lost a lot of money, but the area still needed a railway line, and a new Bristol and North Somerset Railway
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1664-411: The area, originally intended to comprise the local authorities of the former county of Avon, including Bristol , South Gloucestershire , Bath and North East Somerset and North Somerset , but North Somerset declined to participate. The combined authority is led by a Mayor , following the first election in May 2017 . The government's stated vision is to create a "Western Powerhouse" analogous to
1716-466: The board of the GWR had resolved to create a standard gauge line from Bristol to Salisbury through the district, and there were numerous independent schemes to serve the important colliery sites north of Radstock, and link them to the city of Bristol. These schemes came to nothing until in September 1862 when promoters formed an agreement to make a line from Bristol, with connections to other lines there, to
1768-501: The company in his private capacity, and a deal was struck enabling him to work as the company's contractor. The company's money shortage meant that little real progress seems to have taken place; perhaps the company's management focus had been on parliamentary work on extensions. In July 1866 the banking firm of Overend, Gurney and Company failed, and this triggered a financial crisis; many people lost large amounts of money, and obtaining share subscriptions for new construction became, for
1820-417: The desired through route to Salisbury would be created via Radstock at minimum cost. However, when the Bristol and North Somerset Railway (B&NSR) approached the GWR to explore the GWR's willingness to work the line, and to run passenger trains on their Frome – Radstock line, the GWR's reaction was cool. Following this success in Parliament, the company immediately set about proposing extensions as bills for
1872-614: The enhanced goods facilities at East Depot in 1892. This line trailed in at Marsh Junction, where the Bristol Relief line immediately diverged, towards Pylle Hill. Passenger stations on the line were then: On the Camerton line from Hallatrow, the passenger stations were: The line joined the Bathampton to Bradford on Avon line at Limpley Stoke. The B&NSR main line was steeply graded; leaving Marsh Junction it climbed at 1 in 62 to Brislington station, continuing at 1 in 60 to Whitchurch,
1924-419: The first parliament of the United Kingdom was held in 1801; parliaments between 1707 and 1800 were either parliaments of Great Britain or of Ireland ). For acts passed up until 1707, see the list of acts of the Parliament of England and the list of acts of the Parliament of Scotland . For acts passed from 1707 to 1800, see the list of acts of the Parliament of Great Britain . See also the list of acts of
1976-550: The government's Northern Powerhouse concept. It is said that the proposal could bring nearly £1 billion of investment to the region. The term is also used by the University of the West of England , the Royal West of England Academy , and by voluntary groups and clubs such as the West of England Bridge Club, all of which are based in or near Bristol. 32 %26 33 Vict. Note that
2028-409: The period 1901 – 1920, resulting in a 25% increase in the area's production. For the entire life of the reconstructed Bristol and North Somerset Railway Company, money had been short and the line had been worked by the GWR. From time to time negotiations had been opened with a view to selling the line to the larger company, and these were repeatedly fruitless. The B&NSR had huge debts and was making
2080-537: The rest of the entire line complex before the Beeching Axe in 1959, with complete closure of the line in 1973 following the closure of the last colliery in the Somerset Coalfield at Kilmersdon . The Wilts, Somerset and Weymouth Railway (WS&WR) was established in 1845 to build a network of lines, running from near Chippenham on the Great Western Railway (GWR) to Salisbury and Weymouth. At that time Radstock
2132-471: The term has been used by organisations such as the West of England Partnership, Connexions West of England, and the West of England Sport Trust, as a synonym for the former Avon area, which existed as a local government unit between 1974 and 1996. Some aspects of transport planning and policy are coordinated using the Travelwest logo. The West of England Combined Authority is a combined authority for
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2184-585: The terms of an Agreement with the Bristol and North Somerset Company and the principal Colliery Proprietors of the Radstock District, this Company is under engagement to lay the narrow gauge between Radstock and Salisbury on or before 3rd September next ... In view of this obligation, the Directors ... consider that the convenience of the public will be best met, and the interest of the Proprietors best secured, by
2236-530: The washout site to Marsh Junction, Bristol. West of England The West of England is an area of South West England around the River Avon . The area has a local government combined authority that consists of the unitary authorities of Bristol , South Gloucestershire , and Bath and North East Somerset . The combined authority is led by the Mayor of the West of England Dan Norris . The city of Bristol
2288-493: The year(s) of the reign during which the relevant parliamentary session was held; thus the Union with Ireland Act 1800 is cited as "39 & 40 Geo. 3 c. 67", meaning the 67th act passed during the session that started in the 39th year of the reign of George III and which finished in the 40th year of that reign. Note that the modern convention is to use Arabic numerals in citations (thus "41 Geo. 3" rather than "41 Geo. III"). Acts of
2340-521: Was built on the standard gauge, and it was worked by the Great Western Railway (GWR). The new Bristol and North Somerset Railway (B&NSR) line met the Wilts, Somerset and Weymouth Railway (WS&WR) line at Radstock, but that was a broad gauge line, so there was a break of gauge at Radstock. The opening of the B&NSR activated a neglected obligation on the GWR: in February 1874 the GWR board recorded that: By
2392-430: Was created, authorised by an act of Parliament, the Bristol and North Somerset Railway Act 1868 ( 31 & 32 Vict. c. clxxviii) of 31 July 1868. The engineer was William Clarke and his first task was to assess what physical works had actually been made. As well as doing so, he proposed a simplification of the route at Radstock making a northerly sweep and avoiding housing in the town centre, and joining more directly into
2444-460: Was in GWR control and was operated as a single unit. The original stations were in most cases built to a standard but distinctive design by the architect William Clarke, featuring large canopies and three tall chimneys. The B&NSR was one of the railways carried on the Midford viaducts (see photograph above). This had three levels: the B&NSR traversed a river valley on a bridge which crossed by
2496-514: Was no running connection between the North Somerset route and the Somerset and Dorset line; occasional wagon exchange took place through Ludlow Pit private siding; the owner charged 1s 0d per wagon exchanged in this way. The line was single throughout. The line left the Bristol to Bath main line at North Somerset Junction, a little east of Bristol Temple Meads station. An east curve was later built giving access towards Bath, in connection with
2548-529: Was the most important mining centre of the Somerset Coalfield, and the WS&WR included in its plans a branch from near Frome to Radstock. The WS&WR found raising money for its ambitious network difficult, and the company sold its lines, not all of which were complete, to the GWR on 14 March 1850, confirmed by an act of Parliament on 3 July 1851. The GWR opened the Radstock branch to mineral traffic only on 14 November 1854, built to broad gauge. As early as 1863
2600-406: Was to be £1,866,000. Although the proposal had some popular support, all the directly affected parties opposed the scheme, and during its passage in Parliament it was considerably scaled down. However the preamble was shown not to be proved, and the bill failed. This had been a direct assault by the LSWR and its friends on the heartland of the GWR network, and if it had succeeded it could have tapped
2652-484: Was to open at least between Bristol and Pensford by the following spring of 1871. Further problems were encountered with the quality and rate of progress of the construction, but at length the line was ready for the Board of Trade inspection. Col Rich visited the line on 2 September 1873. His report alluded to a great number of detail matters, but he approved the opening. The opening of the line took place on 3 September 1873. It
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#17328870926932704-448: Was typical for a rural railway; in 1884 there were five passenger trains in each direction. By 1910, there were eight trains a day on Thursdays and Saturdays, fewer on other weekdays, and not all of those ran through to or from Frome. On 28 December 1946 the dirt batch at Pensford Pit slipped, burying and blocking the line; it was closed there for three months, with passenger operation from Bristol to Pensford and from Clutton to Frome. In
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