Leicester and Swannington Railway
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The Leicester and Swannington Railway (L&S) was one of England's first railways, being opened on July 17, 1832 to bring coal from pits in west Leicestershire to Leicester.
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[edit] Overview
The construction of the railway was a pivotal moment in the transport history of East Midlands, which was characterised by fierce rivalry between the coalmasters of Leicestershire and Nottinghamshire. Through the latter half of the eighteenth century, the Leicestershire miners, using horses and carts, had been at a disadvantage compared to those in Nottinghamshire, who had access to the Erewash Canal and the Soar Navigation. In 1794 the latter was extended to Leicester and they had opened a branch - the Charnwood Forest Canal. In 1799 however part of the latter had collapsed, closing it.
In 1828 William Stenson observed the success of the Stockton and Darlington Railway and, with John Ellis, his son Robert, travelled to see George Stephenson where he was building the Liverpool and Manchester Railway. Stephenson visited Leicester on their invitation and agreed to become involved. The line obtained the Royal Assent in 1830 and opened in 1832.
[edit] Construction
The engineer for the railway was Robert Stephenson, while his father raised much of the capital for the line from friends in Liverpool.
Like many of the early railways, it featured quite heavy earthworks. The Leicester and Swannington included a one-mile-long 36 yard tunnel at Glenfield, during the construction of which Daniel Jowett fell down a working shaft and was killed.
The low power of contemporary steam engines meant that where the gradient was steepest, locomotive haulage gave way to other means. As was common in those days, "There were two inclines on the line: one at Bagworth, rising at 1 in 29 towards Swannington and worked by gravity; and a much steepest though shorter one at the Swannington end, descending at 1 in 17 and worked by stationary engine ..."[1]
The latter was Stephenson-built and was "equipped with a very early example of a piston valve...".
By the end of 1833, the line was delivering coal from Whitwick, Ibstock and Bagworth collieries far more cheaply than could be done from the Erewash Valley. Devastated by the loss of their Leicester trade, the Erewash coalmasters met at the George Inn at Alfreton and decided to build their own line to Leicester , down the Erewash Valley from the Mansfield and Pinxton Railway, a tramway which had been built in 1819. Though not completed along its full length until much later, this was the beginning of the Midland Counties Railway, which in turn, became a founding partner in the Midland Railway.
[edit] Locomotives
Five locomotives were built by Robert Stephenson and Company for the line. The first was Comet, shipped from the works by sea to Hull and thence by canal, its first trip being in 1832, when its 13 foot high chimney was knocked down by Glenfield Tunnel. On the opening day, it was driven by George Stephenson himself, with driver Weatherburn. The second engine was Phoenix was delivered in 1832. Both these had four-coupled wheels and were sold in 1836 to work in the construction of the London and Birmingham Railway. The next were Samson and Goliath, delivered in 1833. They were initially four-coupled, but were extremely unstable and a pair of trailing wheels were added. This 0-4-2 formation was also used for Hercules, the next engine to enter service. These were the first six-wheeled goods engines with inside cylinders and, after the flanges were taken off the centre pairs of wheels, were so satisfactory, that Stephenson decided never to build another four-wheeled engine.
[edit] Whistle
On almost its first run, at Thornton crossing, Samson collided with a horse and cart on its way to Leicester Market with a load of butter and eggs. Although the engine had a horn, it clearly was not loud enough, and at the suggestion of Mr. Bagster, the manager, the engines were provided with the first steam whistles.
[edit] 0-6-0 Design
By 1834, traffic had increased to such an extent that more powerful engines were needed and the next to be delivered was Atlas, the first ever six-coupled 0-6-0 inside cylinder design. Although inside cylinders were more difficult to build and maintain, and, in the early days, prone to breakage of the crank axles, the engines were more stable than their outside cylindered counterparts. The design was so successful that it was the basic pattern for many goods engines over the next hundred years. The cramped space between the wheels, was a factor in the choice of a wider gauge in some railways overseas.
So far all the engines had been provided by Stephenson, but the directors decided to try one of Edward Bury's locomotives. Stephenson was, of course, extremely influential in the running of the line, but agreed provided the Bury engine was tested fairly. Accordingly the Liverpool arrived in 1834. An 0-4-0, it proved unequal to the loads hauled by Atlas. The next engine bought for the line was Vulcan, an 0-6-0 by Tayleur and Company. The last two were by the Haigh Foundry, Ajax, 0-4-2 and Hector, 0-6-0. This last engine was so powerful that it became the pattern for engines built for the Manchester and Leeds Railway, the North Midland Railway, the Great Western Railway and the Liverpool and Manchester Railway.
[edit] Takeover
Small four-wheeled wagons and coaches, painted plain blue, comprised the rolling stock.[1} Coal and quarry traffic made the line profitable, but in August 1845 the directors sold out to the Midland Railway, which lost no time in improving the line. The track was doubled, a deviation was built to replace the Bagworth incline, and the line was extended westwards to Burton upon Trent and eastwards to join the Midland line at Leicester, so transforming the isolated venture into a through route.
This left the Swannington Incline as a branch at one end, and the last few miles to the L&S terminal in Leicester as another.
Passenger trains on the stub to Leicester (West Bridge) ended in 1928, although coal traffic continued until 1966. The pits at the Swannington end were worked out by 1875, but the incline found a new lease of life lowering wagons of coal to a new pumping station at the foot that kept the old workings clear of water, so preventing flooding in the newer mines nearby. It closed in 1948, but the winding engine was dismantled and is now at the National Railway Museum at York. The site of the incline now belongs to the Swannington Heritage Trust.
Passenger trains on the line ceased in 1964, but the track is still intact despite the end of coal mining in west Leicestershire in the 1980s. There are sporadic plans to reopen it to passenger traffic.
[edit] References
- ^ The Midland Railway, C Hamilton Ellis, Ian Allan Ltd 1953
- Stevenson.P.S. (Ed), (1989) The Midland Counties Railway, Railway and Canal Historical Society.
- Stretton, C.E., (1896) The Development of the Locomotive: A Popular History 1893-1896 London: Crosby, Lockwood and Company
