Creekmoor Light Railway

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The Creekmoor Light Railway was what is now classed as a pleasure line. It was operated by a group of up to eight young lads overseen by the owner, Mr. T. L. Waterman, from October 1968, to April 1973 and was situated off Creekmoor Lane, to the North of Poole, between Broadstone and Fleetsbridge, Dorset, England.

Contents

[edit] Origins

While at his daily job, it came to his notice that the Upton Brickworks, formally The Lytchett Brick Company close to Upton Cross Roads was to be demolished and redeveloped into a housing estate after about 100 years of manufacturing bricks. All the works railborne brick carrying and clay transporting equipment, comprising trollies, Vee skips, diesel locomotives and rail, was up for scrap. Mr Waterman bid in competition with a Mr. J.J. Evans who was accumulating equipment for his up and coming Launceston Steam Railway. Trevor was successful in purchasing rails and sleepers, two 4-wheel drive locomotives (one workable), 8 vee skips, 12 tall brick carrying trollies/wagons and accessories.

[edit] The new railway

The railway purchase and moving all the stock by lorry to its new Creekmoor Lane site took place on a grey wet day in late October 1968. Mr Waterman's land and new railway site is adjacent to what was Creekmoor Halt Station. This little station was opened 13th June, 1933, for workers at the then new 'Oerlikon' munitions factory and closed 17th March, 1966, in keeping with Dr. Beeching's cutbacks. This was also the time of the closure of the Somerset and Dorset Railway. . Mr. Waterman and his brother each kept some land and a smallholding, the area was quite 'charming and countryfied'. The two brothers reared pigs in spare time and bringing back scrap and ruined Ryvita biscuit in their lorry. This was ground down to powder for pig food and mixed with cooked vegetables. First ideas were to build a narrow gauge railway to carry cooked swill in large bins to serve pig-styes located at a higher place, over-looking the Broadstone-Poole main line and down to Trevors' two pig styes a little distance away.

The total length of the 2 foot gauge main line ran just about half a mile. Running from the sidings and yard at a lower boundary ditch, up, past the engine shed, then approx 200 yds to a level crossing, and over a communal lane used by other smallholders. This gave entry to skirt around the edge of a grazing field. At the crossing, stood the crossing "box", recovered as the 'Creekmoor Halt Ticket Office' from the little Halt down the lane. Rails now curved round several Oak trees then rising up straight for 300 yds, across two gated paths to 'Pines Summit' box and three sidings. This presented a splendid view high above what was the line to Broadstone. The only trains running now were the track recovery trains, clearing the rails and sleepers/chairs from around Wimborne. In the railway's five years, the lads gained experience and achievements, roughing it and working out in all weathers. Handling and using heavy equipment we'd never seen before. Building a large three road engine shed built entirely out of materials gleaned from the local dump, i.e., corrugated roof sheets, strip lighting and insulated inside boarding. Glazed windows from the demolishing Halt nearby. At that time railwayana plates and items were plentiful and proudly hung inside from the beams.

[edit] Rolling stock

We built items of rolling stock for the line from cut down brick trollies to cater for anything that would become necessary to carry on the line. For carrying ballast, tools and equipment, weed killing etc, we buiilt two open dropside wagons. A person would ride with a barrel of weedkiller, pumping through a spray while being propelled along. A 16ft long flat bogie rail carrier, a 14ft bogie coach to carry 12 passengers, and a tool van were all built using the chassis and framework. This was flame cut from the brick carrying trollies, cutting down the pillars. Typically, a chassis had to be cut in half, a section of angle iron then welded on each end resulting in two bogies, each needing two axle boxes / wheels. All welding was using ESABOK OK Mildtrodes 8 and 10 Gauge electrodes at 175 and 110 Amps. We were very lucky that all the materials, metal, wood and screws, were to hand as the small farm was self sufficient. In building the wagons, all welding was done in a cluttered shed, alongside a well positioned rubber dinghy positioned to catch rain water below the leaking roof. It housed all the engineering equipment to run a small farm. Today, two prominent electricity pylons in Creekmoor Lane and a residents car park show where the shed stood between them.

[edit] Signals

At the time 1970, contractors were removing trackside equipment approaching Broadstone. We put in a requisition offer of Ten Shillngs - scrap value. This was accepted by the British Rail Property division, for the Creekmoor Light Railway to remove ALL the signal lattice posts, arms, signs and dummy signals - in fact any removable metalwork. This was performed over four weekends with a borrowed engineers 4 wheeled trolley, pushed a mile up the 1 in 76 line to Broadstone with oxyactylene cylinders onboard. The line ran alongside a golf links. Golfers enjoyed the peace and quiet that the tranquil huge open space offered. Colourful hedgerows, flowers, birds singing. We tried to remain quiet, out of sight, discrete, just to get on with the job, to get finished as quickly as possible, and away. The odd signal post stood in thick undergrowth. With the torch flame spluttering through the laminated rust a spray of sparks flew up, the gorse caught alight, smoke started to billow all around, with us franticlly trying to stamp out the flames. Within minutes sirens could be heard, the peaceful golf links was entrampled by three large red Dennis's as well as angry spectators. Clubs were to the fore. Returning home the hefty weight had to be held back when loaded with the long posts, arms and signs. On one occurrence the trolley was closely followed by the returning recovery train hauled by a British Rail Class 33 Crompton. After finishing their turn early they crept into the possession of our section!

[edit] Locomotives

The metal was sorted, signals and arms adapted for our use and all trains and sidings were now signalled. The rusty scrap was sent off and bought the steam locomotive, Fojo, built by Orenstein & Koppel. An 0-6-0WT locomotive. Works number 9239 of 1939. (y)

The diesel loco's bought from Upton Brickworks were -

  • No.1. Hibberd 1887 of 1934, a runner, named Samson. (a)
  • No.2. Motor Rail 9778 of 1953, rolling chassis, gearbox stripped, Delilah. (a)
  • No.3. Ruston Hornsby 179880 of 1936 a good runner, Brunel (b) (z)
  • No.4. Motor Rail 8644 of 1941, a runner named Druid or later David. (c) (x)

[edit] Operation

The line operated late afternoon Fridays till after dusk. Saturdays and Sundays access came as lads wished, it was playing trains 12" to the foot. The lads were young and always liked the late nights. Trevor, after working late in one of the sheds would come to the engine shed and tell a story or three, tales of the old Somerset and Dorset Railway, trains that he had seen or heard, or, if the boys were very lucky, someone would get an ear bashing for a tiny misdemeanour that they'd done and hoped hadn'd been seen. But Trevor, "had an eye like a stinkin' eel". He missed nothing. There were ructions if anyone over-stepped the desired running of the line. As with every railway, the kettle was permanently on the fire stove boiling away, and in our oily overalls sat on dog eared old 'Fiesta', 'Penthouse,' 'Mayfair' and 'Men only' magazines. We always enjoyed our mugs of tea. We had a rota of who's turn it was to get the milk that was freely available to us. Not just plain old milk. We were given a shiny churn that contained about four or so pints to last the weekend, lovely full cream milk so smooth that it would line your throat pleasantly. It also had to be stirred off the spoon, it was so thick. This milk came from a herd kept up on the Broadstone heathland across the original 1847 line to Hamworthy. It was a great pleasure for five years to work the line, have respect, using tools and equipment, also to get on with one another.

[edit] Incidents

A very close friend of us all, George, sadly no longer with us, was enjoying the hot, balmy, sunny day, peacefully painting the small numbers on the wagons. He suddenly became aware of hearing from a distance, a shrill whistle and the sound of a steam locomotive pounding it's way up from the Poole direction. Hastily downing brush and paint, he was running up the lane like competing with Mallard. Arriving at Creekmoor Halt, alas, he saw no engine, but Trevor, falling about laughing hysterically poining to large Hi-Fi speakers he had placed outside his bedroom window. He had played at full volume an Argo Transacord sound recording of a 'Black 5' storming the Lickey Incline. Coming back down the lane George was cussing new words in the Queens English.

Visitors were always a novel way for us to display our system. Members of the local Railway Club came and mused at the double headed skip train sneaking it's way around the trees, and the ballast/tool train. Naturally they eagerly wanted their ride in the coach. Motor Rail, (8644 of 1941), Druid No.4 majestically wound it's way past the Oak trees onward towards the hill. So far, and the incline became too much for the small wheels of the loco. With the wheels still rotating forward they totally lost grip and the whole train slid down a short distance but enough for all aboard to dive in all directions clear of the resulting smash, the bogie derailing and coach slamming side on to an Oak tree. As trees don't move, the side members of the roof had to give, resulting in bent metal and splintered timber. That weekend was taken up cutting and welding. So these visitors had a scoop. Photographs were taken, jokes exchanged. One elderly gent with cine camera scorned "Oh da-da-da-damn and b-blast, I've just run out of rud- ruddy film". What he did get is valuable, but I understand the celluloid of the film has dissolved. Naturally Trevor heard it from indoors. After reporting it we then learnt that we had a newly appointed tea boy. The bent frame-work was gas cut out, new angle, roof planks and felt replaced and ready for the next hill.

The lads created their own 'Wacky Racer'. The chassis of a bow ended skip wagon was towed so far up the hill and allowed to freewheel down around the curve gathering alarming speed. The lad on board carried the brake. A flat short length of wood that was thrust against the wheel tread, and with a levering action against a bracket would slow the runaway down for the road crossing, that's as long as the wood didn't snap......Trevor kept out of the way!

Turning the coach into the engine shed road was a curiosity. The main track ran down over a ditch to a short stub of only eight feet, the passenger coach being fourteen, firstly had its four foot long bogie run onto the stub, Right hand point crossed over, coach pushed over, the new set route, which, with the coach length swinging in an arc, would position it on the turntable. Then 2nd bogie over the point, reset, and pushed up on the outer line alongside the locos in the shed.

The top of the hill - 'Pines Clump', a ten lever frame was saved from 'Uddens Crossing'. (now Uddens Trading Estate Stapehill).This sturdy frame was installed in a hut that was salvaged. Coming from another crossing on the West Moors Southampton & Dorchester 1849 line, we added sliding windows. At least once, a lad stayed overnight on a wet and windy night with sleeping bag and slept on top of the frame with the levers crossed in a V position.

From this box we rigged up 12 volt wet batteries supplying current to the rails so the line and sidings were fully track circuited. These tracks were going to be lit on a diagram when occupied in the lower crossing box, but time didn't allow. But we did have telephones (acquired from Broadstone Signal Box) in contact with the Lane Crossing box. Bells, plungers and batteries all within the Ten Shillings. The bottom box was the original booking office and crossing box from Creekmoor Halt, hoisted onto a farm trailer and off loaded by JCB one quiet Sunday Morning.

January 1st 1972. The Swanage branch was to close at 10pm.that night. During the afternoon, a special charter Diesel multiple unit made a farewell trip up to Broadstone and returning to Poole, then round to Wareham to take up the later and final services to Swanage for the night. We ran our two Simplexes up to Pines Summit to overlook the D.M.U's passing especially to sound the horns on such a miserable occasion. In a siding stood one of our low wagons. a young lad of about Ten years of age started playing at shunting, in and out of the two sidings. The shout went up that the D.M.U. was in sight, he forgot and left the loose wagon, it, starting to roll gathering speed down the hill, smashing through two quite new wooden gates, round the field, over the road and finishing up with a loud thud off the end of the rails in the ditch. As regards photographing the train, mine are all blurred with the urgency of clearing the damage out of sight.

[edit] Decline and closure

In 1973 a new housing estate was planned by Pinewood Homes. This covered the whole of the smallholdings area, and forced the railway to lift the tracks, all and sundry to move down to Crockway Farm, Maiden Newton, Dorset.

A three road shed with a pit was built, locos put inside and wagons pushed a few hundred yards over temporary welded track to a couple of sidings. Even though we were better off, with the distance down to Crockway, 30 miles, petrol gone up to 45p litre, and we having to start again, our interest slowly wained.

The Western Region Main Line ran alongside the engine shed and many drivers of Warships, Hymeks and Westerns would attract 'friendly toots' in passing.

Two auctions came about - believed to be 1977 and 1978, arranged with the Narrow Gauge Railway Society. All stock and signs sold off to different bidders and went far afield. A once proud 'pleasure' line gone. So did the once enthusiastic lads, now older. All they have now are long memories of the good times, - we left with nothing else. All that value around us and it all went through our fingers.

[edit] Epilogue

All was not lost. Four of our 'Heroes' became the nucleus of the newly forming Swanage Railway Society. Andrew Goltz was spreading the gospel that enthusiasts come together to rebuild the Purbeck Line - just take a look and enjoy the new line today.

We also were the working party to bring back 4MT 80078 from Barry Scrapyard with much admiration to Mr. Ron Roberts, being the longest working enthusiast of us all, 1968 to now and still loving it. Also Mr. Alan Greatbatch, our junior member in 1969, has become a senior Area Operations Signalling Manager/Inspector on Network Rail, and passing out potential signalmen and advising on signalling matters on Swanage Railway.

[edit] Today

Creekmoor Lane today runs right through all of both Trevor and Tony Watermans smallholding, on to Beechbank Road. If one comes through the trees from the Village shops, pause at the traffic lights controlling the crossing of the now busy Broadstone Way, the former main 1872 Poole to Broadstone line. This was the level crossing to the North end of Creekmoor Halt. The crossing box / ticket office was also sited here. The Crossing Keepers three roomed house sited adjacent corner of York Road. The last Keepers name was Mr. Fred Case, made redundant 1965 on the closure of the Halt as was similar stations and Halts on the Somerset & Dorset and as the nearby old Southern lines were . He went to work on the Post Office from Broadstone delivering Mails in the district, one resident being none other than actress/singer Anita Harris living in Arrowsmith Road prior to becoming a popular personality. Looking forward along Creekmoor Lane from the edges of the houses to the grass verge was a large paddock with grazing horses. Beyond, Trevors parents bungalow and garden leading further up to the working smallholding.

Turn to the left, viewing a narrow footpath /lane. This is the main accsess to our depot and railway. Now houses built on it back onto the lane, with old Oak trees crowding their vista where once we had an engine shed, space to park cars, and the pigs styes. Continuing along the pathway, the road crossing is calculated by the short distance from the curve in the lane by about 100 ft. Remember this lane had large heavey lorries passing through. Carry on round to the right and these houses are built on the large field where our line skirted round and in and out of the Oak trees. At the next right turn, was the scene of the runaway. A few Oaks still stand scathed but still line the route curving round to start the hill climb. The path still marks the boundary, but did swing left to serve what was the six bungalows up further in the area to where Beechbank Road is now. Redshanks Close held a smallholding of a market gardener flanked by a huge scrapyard.

At the lane end is Creekmoor Lane. Looking straight over the road a new lane routes up accsessing more houses. this was our linr route up to 'Pines Summit' and signal box overlooking the main line to Broadstone. Back at the road crossing, two electricity pylons are noted about 100ft apart. It was between these two that the workshop stood where all the welding and building of wagons took place, and of November 5th each year a massive bonfire built on the scrapheap outside under the cables!!!!.

[edit] Dedication

'Dedicated especially to the memory of a devoted railway enthusiast and Scout Leader George Smith, who would lovingly cycle a nine mile round trip and spend countless hours doing a hands on job painting, scraping and taking part in running a working railway, until a terminal illness took him from us and his good lady Wife in the middle Nineties. Also to all the past members, who occasionally bump into one another exchanging happy memories of thirty four years ago when we were younger. They gave an encouragement to put memories into print for the future local railway historian to trace what history a small housing estate can hold.'