Ingleton branch line

Ingleton branch line
Ingleton branch line
	Barbon railway station in 1962
Overview
Locale	North Yorkshire, Lancashire and Cumbria, England
Service
Operator(s)	Lancaster and Carlisle Railway,; British Rail
History
Commenced	1858
Opened	16 September 1861
Closed	1 October 1964
Technical
Track gauge	4 ft 8+1⁄2 in (1,435 mm) standard gauge
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	Legend
	Westmorland
	Yorkshire
	Yorkshire
	Westmorland
	Westmorland
	Lancashire
	Lancashire
	Yorkshire

The Ingleton branch line was a rural railway line in the West Riding of Yorkshire, Lancashire and Westmorland in England (now North Yorkshire, Lancashire and Cumbria). It was originally planned in 1846 to form part of a main line route from London to Scotland, but fell victim to rivalry between railway companies. Completion was delayed until 1861, and it was only ever a rural branch line, serving the village of Ingleton and towns of Kirkby Lonsdale and Sedbergh. It closed to passengers in 1954 and was dismantled in 1967.

Plans

In 1846, the North Western Railway (NWR) was formed to connect the Leeds and Bradford Extension Railway at Skipton to the Lancaster and Carlisle Railway (L&CR) south of Tebay, with a secondary branch from Clapham to Lancaster. In 1849, the route between Skipton and Ingleton opened, but further work northward was abandoned due to financial difficulties, the company deciding to concentrate instead on the cheaper branch to Lancaster. When the route from Skipton to Lancaster opened in 1850, the short section from Clapham to Ingleton closed.^[1]

Other railway companies had an interest in the line north of Ingleton being built, as it could form part of a main-line route from London to Scotland shorter than the existing West Coast Main Line. Over the next few years were many negotiations between the NWR and the L&CR, the Midland Railway (MR), the Great Northern Railway (GNR) and the London and North Western Railway (LNWR). The original time limit, set by Parliament in 1846, for the construction of the line was about to expire, so a further five-year extension was obtained by the NWR in 1852.^[2] However, negotiations failed and it became clear the line could not be built even within the new timescale. Eventually, in 1857, two rival bills were put before Parliament. One was from the NWR, with the support of the GNR who hoped to form a mainline route from London to Scotland. The proposed route was from Ingleton to Kirkby Lonsdale, then straight up the Lune valley to join the L&CR line just south of Tebay. The other bill was from the L&CR itself, which wanted to block its rival GNR's ambitions to reach Scotland. The L&CR route differed from the proposed NWR route in two ways: it passed closer to the town of Sedbergh and it joined the main L&CR line significantly further south at the existing Low Gill station. A Commons' Committee decided to accept the L&CR scheme, and its bill was passed on 25 August 1857.^[3]

Construction

The line was built by the Lancaster and Carlisle Railway between 1858 and 1861, and the work was split into four contracts.

Contract 1A covered 1 mile 6 chains (1.7 km) from Lowgill, and included the Lowgill Viaduct of 11 arches each 45 feet (14 m) wide, with a maximum height of 90 feet (27 m). It was awarded to Samuel Buxton of Leeds.^[4]

Contract 1 covered 4 miles 38 chains (7.2 km) and included two major bridges, one over the River Rawthey near Sedbergh, 120 feet (37 m) long and 53 feet (16 m) high, the other over the River Lune, known as Waterside Viaduct, 530 feet (162 m) long and 100 feet (30 m) high, both with a cast metal central arch of similar style to each other. It was awarded to Coulthard and Allen, who had built the Clapham to Ingleton NWR line some 10 years earlier.^[5]

Contract 2 covered 7 miles 27 chains (11.8 km) over flatter ground with no major works, and was awarded to James Taylor.^[4]

Contract 3 covered the final 5 miles 78 chains (9.6 km) ending at the Ingleton Viaduct of 11 arches each 57 feet (17 m) wide, 800 feet (240 m) long with a maximum height of 80 feet (24 m) (the foundations of which had been laid ten years earlier by the NWR). It was also awarded to James Taylor.^[4]

Some 1,600 navvies and 70 horses were used to build the 18-mile (29 km) line.^[6]

Before construction, the line had been referred to as the "Orton branch" or the "Lune Valley line", but, once built, it was officially known as the "Ingleton branch".^[7]

There are no tunnels along the line, except for a short one on a mineral railway that branched off from the main line at Ingleton.^[8]

Operation

The line was opened to passengers on 16 September 1861, by which time the LNWR had taken control of the L&CR, and its rival the MR had taken over the NWR, which still owned the line beyond Ingleton. The rival companies could not come to agreement over the sharing of the Midland station at Ingleton, and so the L&CR built its own station at Ingleton, the two stations being at opposite ends of the Ingleton Viaduct.^[9] In the early days of the line, through passengers had to walk nearly a mile (1½ km) between the two Ingleton stations, descending into the valley below and climbing up the other side, where they often had a long wait as the companies did not cooperate over timetabling either.^[10] Soon after, the MR agreed to allow LNWR trains to terminate at the Midland station, but both Ingleton stations remained open and connections were not timetabled.^[11] Ingleton (LNWR) station was closed in 1917^[12] but it was not until the 1923 "grouping" of the LNWR and MR into the London, Midland and Scottish Railway that the division at Ingleton was removed, and the whole route from Clapham to Tebay was operated with through trains.^[13]

The Midland Railway wanted to use the Ingleton branch to form part of a main line from London to Scotland, but the LNWR, which already had its own London–Scotland line, refused to cooperate. This led to the Midland obtaining a bill in 1866 to construct the Settle–Carlisle Line, which would serve the same purpose.^[14] Subsequently, the MR and LNWR came to an agreement over the Ingleton branch and the MR wished to abandon its plan for the Settle–Carlisle Line but Parliament refused in 1869, so the line was built anyway. This sealed the fate of the Ingleton branch to remain a rural branch line and never obtain main line status.^[15] Nevertheless, the line was used as a relief route whenever other lines to Scotland were temporarily closed.

The line was double throughout. The steepest gradient was the final 4+3⁄4 miles (7.6 km) to Low Gill at 1 in 100. The ruling speed limit was 60 mph, with 45 mph at Ingleton and the last 5 miles, and 20 mph over Waterside and Rawthey bridges. Each station controlled its signals and there was an intermediate block post at Newby Moor until 1937, installed after a crash on 22 July 1891 between a goods and a mixed train. All the stations were of stone, with low, short platforms. Sedbergh had a water tank and column. Ingleton Midland had a bay. Mostly the line had 1 goods and four 2-coach passenger trains a day in each direction, but reduced to 2 in 1944, 1947 and 1951.^[16]

Закрытие

Все станции Инглтона и Барбона были далеки от их городов, Collieries в Инглтоне закрылись в 1925 и 1935 годах, как и 2 картери из известняка, Barbon Creamery поменял свое движение на дорогу и Миддлтон на станции Lune, закрытых 1 мая 1935 года. ^{[ 17 ]} После железнодорожной национализации в 1948 году стало неэкономичным управлять как линией Инглтона, так и параллельной линии урегулирования - карлиз. Хотя линия Инглтона была намного короче и была бы дешевле поддерживать, было решено, что потеря линии освоения окажет гораздо большее влияние на сельские общины, и так 30 января 1954 года линия Инглтон закрылась для обычного пассажирского движения. ^{[ 18 ]} Линия по -прежнему иногда использовалась для экскурсий на выходных и для перевозки учеников в местные школы -интернаты и обратно. Трафик товара продолжался до 1 октября 1964 года, хотя товарный сервис между Клапхем и Инглтоном продолжался еще через пять месяцев после этого. Линия сохранялась в качестве возможного пути помощи до апреля 1967 года, когда пути были подняты. ^{[ 19 ]}

Сохранение

Секция трекбеда к югу от Киркби Лонсдейла использовалась переосмысленной дорогой A65 между Коуэн-Бридж и Инглтоном. Несколько старых станций были адаптированы как частные резиденции (например, Киркби Лонсдейл , Барбон и Седберг). Обе станции в Инглтоне были снесены-бывший депо LNWR в настоящее время является коммерческим подразделением, в то время как Ex-MR-сайт является автостоянкой и информационным центром сообщества/туристов. ^{[ 20 ]} Три основных виадука в Инглтоне II, , Седберге и Лоугилле в настоящее время являются в списке здания как и железной балки, арочный мост по реке Rawthey возле Седберга (который теперь несет трубку для подачи газа). ^{[ 20 ]}^{[ 21 ]}

Ссылки

Примечания

^ Западный 1990 , с. 10
^ Западный 1990 , с. 11
^ Западный 1990 , с. 17–22.
^ Jump up to: ^а ^{беременный} ^в Западный 1990 , с. 23–24.
^ Западный 1990 , с. 23
^ Западный 1990 , с. 26
^ Западный 1990 , с. 3
^ Историческая Англия . «Карьер Банк Банк Хоффманн Килн, Карьер и Лайм Работы (1020889)» . Список национального наследия для Англии . Получено 22 января 2021 года .
^ Западный 1990 , с. 27
^ Западный 1990 , с. 29
^ Западный 1990 , с. 37
^ Западный 1990 , с. 56
^ Западный 1990 , с. 48
^ Западный 1990 , с. 29–31.
^ Западный 1990 , с. 32
^ Pearsall 1954 , с. 388–394.
^ Pearsall 1954 , p. 392.
^ Западный 1990 , с. 67
^ Западный 1990 , с. 68–69.
^ Jump up to: ^а ^{беременный} «Виадук Инглтона» . Забытые реликвии . Архивировано с оригинала 5 марта 2014 года . Получено 5 марта 2014 года .
^ «Железная дорога долины Люн» . Посетите Камбрию . Получено 5 марта 2014 года .

Библиография

Пирсолл, А. У. Х. (июнь 1954 г.). Кук, Б. У. С. (ред.). "Инглтонский филиал". Железнодорожный журнал . Тол. 100, нет. 638. Вестминстер: Tothill Press.
Западный, Роберт (1990). Инглтонский филиал . Оксфорд: Oakwood Press. ISBN 0-85361-394-х .

Внешние ссылки

Railscot - филиал Инглтон (Лондон и Северо -Западная железная дорога)

[FOOTNOTEWestern199010-1] Западный 1990 , с. 10

[FOOTNOTEWestern199011-2] Западный 1990 , с. 11

[FOOTNOTEWestern199017–22-3] Западный 1990 , с. 17–22.

[FOOTNOTEWestern199023–24-4] Jump up to: ^а ^{беременный} ^в Западный 1990 , с. 23–24.

[FOOTNOTEWestern199023-5] Западный 1990 , с. 23

[FOOTNOTEWestern199026-6] Западный 1990 , с. 26

[FOOTNOTEWestern19903-7] Западный 1990 , с. 3

[8] Историческая Англия . «Карьер Банк Банк Хоффманн Килн, Карьер и Лайм Работы (1020889)» . Список национального наследия для Англии . Получено 22 января 2021 года .

[FOOTNOTEWestern199027-9] Западный 1990 , с. 27

[FOOTNOTEWestern199029-10] Западный 1990 , с. 29

[FOOTNOTEWestern199037-11] Западный 1990 , с. 37

[FOOTNOTEWestern199056-12] Западный 1990 , с. 56

[FOOTNOTEWestern199048-13] Западный 1990 , с. 48

[FOOTNOTEWestern199029–31-14] Западный 1990 , с. 29–31.

[FOOTNOTEWestern199032-15] Западный 1990 , с. 32

[FOOTNOTEPearsall1954388–394-16] Pearsall 1954 , с. 388–394.

[FOOTNOTEPearsall1954392-17] Pearsall 1954 , p. 392.

[FOOTNOTEWestern199067-18] Западный 1990 , с. 67

[FOOTNOTEWestern199068–69-19] Западный 1990 , с. 68–69.

[Forgotten_Relics-20] Jump up to: ^а ^{беременный} «Виадук Инглтона» . Забытые реликвии . Архивировано с оригинала 5 марта 2014 года . Получено 5 марта 2014 года .

[21] «Железная дорога долины Люн» . Посетите Камбрию . Получено 5 марта 2014 года .

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