Google Earth Community: Closed Railways

Temporarily just showing errors of current northern UK rail system mapping in GE

Hope to resume normal posting ASAP

============================================================================================================

Closed and missing railways of North Wales, Northern England and the East Midlands

Updated: Wednesday, 20th August 2008

============================================================================================================

Standard gauge ( 4' 8½") railwaylines active in the 20th century, since closed

Freight only or mothballed lines missing from the currently mapped Google Earth rail system (shown as black lines with Layers: Places of Interest / Transportation / Rail enabled). Missing lines are semi-transparent and widest in their respective regional colours (see below).

Historically important earlier, former routes. Mapped in magenta.

Included are the closed sections of the original Stockton and Darlington Railway (S&DR), in County Durham. The inclines closed prior to the 20th century, but merit inclusion, being of such historic importance as part of the world's first public railway.

The Derwent Valley Light Railway in Yorkshire represents one of the UK's last operating light railways, finally closed in 1981.

============================================================================================================

Pre-Beeching Report Non-Systematic Closures ( to 1962 )

PRE - Beeching closures are mapped in Purple.

============================================================================================================

Many of the more remote and rural railway routes of northern England were built primarily for mineral extraction purposes (the initial reason for the nineteenth century development of the technology). As with all extractive industries this has proved to be of finite duration.

Once the quarries and mines closed there remained little reason to retain the associated mileage, especially as population subsequently departed or became too impecunious to be potential passengers.

Illustrative examples are readily found in the formerly mined coalfields of Northumberland, Co. Durham, Lancashire and Yorkshire, as well as the old ironstone regions of Cleveland and Cumbria.

Many of these are mapped and have a range of closure dates that reflect changing local economic activity.

Other closures were made during the nineteen fifties and first two years of the sixties, largely of marginal routes, often built on a speculative basis, which may never have been economically viable.

These routes are primarily, although not exclusively, of historical interest.

Examples such as the former South Durham and Lancashire Union Railway may have presented strategic route and leisure travel options in the current era. Had this remarkable route, with its dramatic infrastructure, been retained it may well have seen a revival of fortunes similar to the now thriving Settle - Carlisle line that was under threat during the early nineteen eighties.

============================================================================================================

Post Beeching Report Systematic Closures ( 1963 on )

These routes are coloured according to their primary regional operator:

LMS - BR London Midland Region
LNER - BR North Eastern Region
LNER - BR Eastern Region
GWR - BR Western Region

These regional routes are further delineated as follows:

THINNEST mappings in the above colours remained in existence for freight only use by 1963, being closed entirely following the Beeching Report.
DOUBLE width indicates routes entirely closed (passenger and freight traffic) following the Beeching Report.
BOLDEST, semi-transparent lines still exist, either as mothballed track or in use for freight only. These may present the most cost-efficient potential restorations, where their location is appropriate.

============================================================================================================

The mass closures of the period from the early sixties until the early seventies were a more politically driven, supposedly cost-saving, exercise which has subsequently become synonymous with the name of the late Dr Richard Beeching, whose report was used to justify a such a drastic system reduction.

Unfortunately there was little effort to consider the likely impact of forthcoming demographic changes adjacent to urban centres or the practical flexibility that routes duplicated originally by competing operations gave to what has today become an increasingly busy railway.

The restoration of passenger services to the "Robin Hood Line" through Mansfield, Nottinghamshire illustrates unforeseen demand. Mansfield was one of the largest towns in the UK without railway services until restoration. That status has now passed to Corby, Northants, which retains a freight only railway as Mansfield did ( see England section below for 2008 developments ) and Leigh in Greater Manchester which has been deprived of all railway infrastructure ( see Pennington - Tyldesley route closure )

============================================================================================================

Brief overview of the mass railway closures of the 1960's and early 1970's

============================================================================================================

Many railway routes were abandoned following the Beeching Report of the early sixties, which reduced the railway mileage of the UK by around a third, from approximately 18,000 miles down to the current figure of around 12,000 miles .
The draconian cuts, latterly widely referred to as the "Beeching Axe", were aimed at reducing an operating loss of the massive, for that time, sum of £104 million. Some indication of the ineffectiveness of the massive mileage reductions, which cut many areas from access to the system, can be judged by the achieved savings of only £7 million.
It has been argued that the railway system is like a river system. If the tributaries dry up, in due course so will the river. The point above seems to have been indicative of such results from mass tributary truncations.
For a more extensive overview of the Beeching Report, showing existing context at the time, subsequent results and consequences , with an outline of some restorations, plus links to further detailed information, see:

Wikipedia entry on the background of the Beeching Axe

============================================================================================================

Lost quality of travel and social connectivity

============================================================================================================

Many of the abandoned branchlines may have been somewhat speculative from their inception, and really unlikely to produce adequate traffic, even in an era when most goods for domestic and commercial use travelled by rail.
They did however often pass through some of the most quintessentially charming countryside in the British Isles, giving the traveller a leisurely view of rural England, Wales and Scotland.
The "inefficient", by modern standards, branchline norm of stopping and starting at many remote stations did however connect the traveller with the landscape and locale. This is a stark contrast to the hectic modern travel norm, which seems to focus entirely upon arriving ASAP, rather than the quality of getting there, and almost complete insulation from places en route.
These uneconomic routes also provided an important social function linking remoter communities to the more economically vibrant areas of the country. Today this connectedness is sorely missed by rural communities lacking public transport provision in the twenty first century. This has deprived both long term residents and the increasingly prevalent rural based metropolitan workers of the ability to commute easily

============================================================================================================

Lost potential of many routes

============================================================================================================

The economic justification for many of the closures that have taken place was far from incontrovertible.
Alternative mainline routes, which would have provided excellent alternative routes have vanished in this process, reducing the flexibility of the overall railway system.
Many of these through routes would have provided excellent freight connections, helping facilitate the ever increasing speed of major trunk route passenger traffic in the modern world by providing alternative routes for slower freight services.
Likewise they would have provided bypasses when essential engineering work periodically closes main lines or emergencies force temporary closures.
These facilities would obviate the inconvenience and unwelcome transfer to coach "rail replacement services" frequently resorted to by today's railway operators.
One illustration of the above is the former Midland mainline route from Manchester Central (the station itself probably being one of the more justified victims of Beeching's 'rationalisation') which ran through the High Peak to Derby (for London St. Pancras). The route south through suburban Manchester and across the Peak have been unfortunate losses to both the city and the national network.

Although there have been proposals to reinstate the south Manchester suburban mileage through West Didsbury to Stockport as part of the Metrolink tram system extensions, this was dropped from Metrolink's proposed extensions in August 2004 due to lack of Government financial backing. Much of the trackbed remains uncompromised
Another example is the former Great Central mainline from Manchester over the Woodhead route then southwards from Sheffield through Nottingham, Leicester and Rugby, formerly to London Marylebone. This was abandoned largely as it ran through long sections of sparsely populated countryside in the East Midlands and southwards from Rugby. It was however built to an extremely generous clearance, by UK standards, and would have provided a ready made route for modern container trains, up the spine of the country serving both the northeast and northwest via the Woodhead trans-Pennine route.

Astonishingly, despite an intact European gauge clearance trackbed (see next point), the National Grid is being allowed to compromise the practical possibility of reinstatement of the trans-Pennine section of this route by transferring its high voltage cables from the earlier Victorian Woodhead Tunnels they currently safely occupy to the adjacent modern (1954), high capacity, Woodhead Tunnel.

Apparently the lessons of history seem to be being deliberately ignored in this case. This recently (1980's - trans-Pennine section) abandoned trunk route is a prime candidate for protection to ensure ease of future reinstatement. Future benefits can only increase with environmental impact becoming increasingly prominent for logistic and distribution systems, plus the economic dictates of ever-increasing oil prices and ultimately scarcity making rail trunk distribution ever more attractive and very probably essential.

... more below - Recent and current developments in UK rail reinstatement ... England
The increasing standard dimensions of deep sea containers currently limit railway route availability for their transport, requiring very expensive infrastructure modifications (bridges, tunnels etc.) to keep existing routes available for modern freight traffic.
Some of the apparently bucolic branchlines of the 1950s and 1960s serviced areas that have subsequently seen large increases in populations commuting to regional cities. Much of the congestion from road traffic from these areas could have been relieved by an active railway alternative capable of upgrading to intensive standards with modern signalling and electric traction.
A striking illustration is Wetherby, northeast of Leeds, which historically had railway connections in three directions. It has grown enormously since the Beeching era, in common with most of the settlements formerly served by the Leeds branch.

Wetherby has now lost its entire railway infrastructure. The line to Leeds alone would have been an invaluable asset had it been retained. Unfortunately many ot the inhabitants of Collingham, East Keswick and Thorner villages along this route, who would have been major beneficiaries of reinstatement, now have a vested interest in keeping the route closed as house building has been allowed actually along the trackbed in these largely commuter settlements

============================================================================================================

Mapping the past with a view to inspiring an energy efficient and environmentally friendly transport network for the future

============================================================================================================

The evolving mapping of the extensive network of fairly recently abandoned elements of the UK railway system will, hopefully, focus attention on its present day potentials, especially given increasing environmental concerns and insecurities of energy supplies.
Although railway technology has its roots in the UK, the current network is somewhat short of leading edge. This may come as a surprise to some as we celebrate the opening of "High Speed 1" , the newly built direct Channel Tunnel Rail Link (CTRL) from a splendidly rebuilt St. Pancras station. The CTRL was largely built using French technology, evolved during the development of their TGV system. This has allowed at least one UK route to approach the long established speeds current over much of western Europe.
The progressively expanding mapped complexity may well be an eye opener to many who are not familiar with the UK's former network. Many of the possibilities of much of this currently abandoned network are apparent from today's perspective.
There appears to have been a lack of long term vision in the consequences of much of the infamous Beeching Report, compounded by a reluctance to invest in much of what was retained.
Today, with oil production very likely to have peaked and the general acceptance of climate change, largely induced by human activity, the long term value of the railway system, as an energy efficient and environmentally friendly way to transport both goods and people, will become increasingly apparent.
Potentially there may be an accelerated revival of some of the more useful elements of the UK's lost railway infrastructure as the forementioned factors become more critical and obvious.
Many exploring these closed railways may well note local possibilities inherant in routes which, although currently abandoned, are often largely intact as potentially useful future environmentally friendly rail routes.
During the last decade UK reopening activity seem to be mainly noticeable in Scotland and Wales, although there appear to be some hopeful developments this year, 2008.

============================================================================================================

Recent and current developments in UK rail reinstatement

============================================================================================================

Scotland

Several lines are being reinstated as major projects.

Scotland is providing the leading light in the UK, actually relaying lifted routes to restore passenger services where these have become obviously desirable in the twenty first century's changing demographics and need for sustainable transport systems

Stirling - Alloa ( with extension to Kincardine, for coal traffic to Longannet Power Station ). Happily this line, having been completely relaid on abandoned trackbed, resumed passenger activity, to Alloa, in May 2008.
Airdrie - Bathgate ( restoring a fourth Edinburgh - Glasgow link, with 25kv electrification ) . Work is in progress to restore a double track passenger railway. The existing western and eastern stubs are being redoubled with the central section relayed over the lifted route. Due for completion in late 2010.
The Waverley Rail Project - Edinburgh to Tweedbank . Reconstruction work for a single line with passing loops is expected to start in 2009 with a view to opening in 2011.

The Scottish railway system, plus elements further afield, are well covered by Ewan Crawford. See:

Railscot

Wales

Two recent passenger restorations have been implemented over former freight only lines in South Wales

Barry - Bridgend (Vale of Glamorgan), reopened to passengers in June 2005
Ebbw Vale branch. Passenger services were restored in February 2008, following withdrawal in April 1962.

England

New railway development, other than the CTRL, has been restricted to the immediate London area, since the restoration of passenger services to the Robin Hood line through Mansfield, completed a decade ago, in 1998.

Current activity seems to be primarily focussed upon Crossrail and TFL London Overground.
Work is currently in progress building a new railway station in Corby, Northamptonshire on the still extant freight only (with occassional diversions) Kettering - Manton Junction line. Reportedly this modular station is due to be completed by late this year (2008) for use southwards in the Kettering and London bound direction.
Recent reporting indicates the possible restoration of the Bere Alston - Tavistock section of the former LSWR mainline route to Plymouth. This development, involving support from both external financing and Devon County Council, gives some hope that some of our more useful abandoned railway infrastructure may eventually be restored as this section was completely lifted following closure.
HIGHLIGHTED MAP AREA 1 Blyth and Tyne, Northumberland

July, 2008 brings apparent good news for the Blyth and Tyne system in SW Northumberland. Although closed to passengers following the Beeching "rationalisations" this complex of lines remains largely intact. The system links Morpeth, Bedlington, Ashington, Lynemouth and Newcastle upon Tyne. There is now apparently the political will to promote the reinstatement of passenger services in the foreseeable future.

Mapping of most of the system is also in its own Blyth and Tyne folder in the sidebar.
HIGHLIGHTED MAP AREA 2 Woodhead - trans-Pennine mainline

Hopefully the short sighted moves to compromise the modern (high capacity) Woodhead Tunnel with power cables, currently adequately accommodated by the original tunnels it replaced, will be abandoned.

Repeating the errors of the post-Beeching period by allowing developments inimical to reinstatement of routes inherently of future value would be criminal. It seems such relocation is being permitted purely to save maintenance expenditure by National Grid on their existing tunnel.

This route, only recently abandoned ( lifted between Hadfield and Penistone in the later nineteen eighties ) epitomises the loss of valuable ( secondary? ) trunk routes which enhance the flexibility of the busy modern railway system. It also represents the only existing potential rail route with ready made clearances for W14 - European gauge freight traffic, provided of course that the, now threatened, modern tunnel is usable.

The trackbed is currently intact as an easily reinstated through route, currently utilised up Longdendale by the trans Pennine walk / cycleway since closure.

With appropriate investment in maintenance the electricity distributors are perfectly capable of keeping their cables in the older tunnel they currently occupy, which would avoid compromising reinstatement of this strategically valuable trans-Pennine mainline railway.

The following link is to a group active against this Save Woodhead Tunnel.

Work is in progress to permanently disable this valuable railway asset. Permitting the completion of current developments would effectively permanently disable the modern high capacity tunnel, thereby compromising the reinstatement of this modern trunk route.

This would be criminally shortsighted folly.

Despite the mixed messages of the latter, tragic case, there are signs of progress with English rail restoration and it is to be hoped that these will develop into active schemes.

============================================================================================================

Hopefully those exploring these former railway routes will find the work interesting and enjoyable.

Many former railway sections can be obscure on maps but are readily identifiable from the satellite imagery now the routes are clearly delineated.

Possibly an inspiration to visit some of these features when nearby.

============================================================================================================

This is an ongoing work (see update flag above). North Wales, Northwest England, Northumberland, Durham, Yorkshire and north Lincolnshire are largely covered.

Mapping of the network is moving into areas of the English northeastern midlands.

============================================================================================================

My username is Michael_Butterworth. Any errors are my own and I would welcome feedback from other GE users, so that any noted oversights can be corrected.

Please use the private messaging system to contact me within the Google Earth Community.

============================================================================================================

..................................................... END ... Closed railways of North Wales and Northern England ... END .....................................................

============================================================================================================

Edited by Michael_Butterworth (08/20/08 02:17 PM)