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Clowne South railway station

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Coordinates: 53°16′34″N 1°15′43″W / 53.2760°N 1.2619°W / 53.2760; -1.2619
From Wikipedia, the free encyclopedia
This article is about the former Great Central Railway station. For the former Midland Railway station, see Clowne and Barlborough railway station.

Clowne South
The station building in 1983
General information
LocationClowne, Bolsover
England
Grid referenceSK 492 757
Platforms2
Other information
StatusDisused
History
Original companyLD&ECR
Pre-groupingGreat Central Railway
Post-groupingLNER
British Railways
Key dates
8 March 1897Opened as Clown[1]
10 September 1939Regular passenger services ceased
c. 1951renamed Clowne South
c. April 1964Station closed completely[2]
9 January 1967Line closed completely
LD&ECR and Sheffield District Railway

Clowne South railway station is a former railway station in Clowne, Derbyshire, England.

History

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The station was opened by the Lancashire, Derbyshire and East Coast Railway on its Beighton Branch in March 1897 as "Clown". It was closed to regular timetabled passenger traffic in September 1939[3] although Summer Weekend excursions continued until 1964.[4] At least one fine photograph of such a train for Skegness appears in print.[5]

Whilst the above-tracks station building was unique on the LD&ECR the Stationmaster's House was styled in the company's distinctive architecture.

The station was close to the Clowne and Barlborough station of the Midland Railway (MR), which was about 40 yards to the north on a parallel track.[6][7] Both the MR line through Clowne and Barlborough station and the LD&ECR line through Clowne South continued westwards under adjacent road bridges then through deep cuttings, which ran parallel for several hundred yards. The MR line then went downhill and the LD&ECR went uphill, enabling it to swing northwest and cross the Midland line near the branch to Barlborough Colliery. After this it dropped steeply to the Rother valley via Spinkhill Tunnel. The line through Clowne South was closed to all traffic on 9 January 1967 when a new connection to what is now the Robin Hood Line was opened south of Creswell.[8] This also allowed the line to be severed near Barlborough in connection with the northern extension of the M1 motorway. All tracks through the station were subsequently lifted. This change is shown in the route diagrams associated with the Beighton Branch article.

Clowne South's booking hall was substantial and stood on top of the bridge straddling the two tracks,[9] with ramps down to the two platforms. The station had a substantial goods shed.

The two lines at Clowne each had sidings, which were interconnected, but the connection was not used for through trains.

Former passenger services

[edit]

There never was a Sunday service from Clowne South.

Services started with a stutter. On 8 March 1897 services began southwards to Langwith Junction (later renamed Shirebrook North) only. Creswell and Welbeck station was not yet open, nor were tracks to the north. The line was extended to Spinkhill ("Spink Hill" in LD&ECR terms) and Upperthorpe and Killamarsh on 1 October 1898. The through lines north of Killamarsh to Sheffield (later renamed "Sheffield Midland") finally opened on 30 May 1900, allowing the core stopping service which continued until the outbreak of WW2.[10]

By 1922 the service had settled down to three trains a day, calling at all stations from Sheffield (later Sheffield Midland) to Mansfield via Catcliffe, Clowne South, Langwith Junction and Shirebrook (later renamed Shirebrook West, now plain "Shirebrook" on the Robin Hood Line). There was a late evening extra southbound on Saturdays and an early afternoon extra northbound to match. There was also a late evening train from Langwith Junction on Saturdays which terminated at Clowne South.[11]

Other services

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Local passenger services and local goods were very small beer compared with the other services over the line, i.e.:

  • Summer holiday traffic and excursions, e.g. to football matches
  • Special trains, e.g. for railway enthusiasts
  • alternative routing to relieve congestion
  • diversions, and
  • coal.

Only the first needed to call at Clowne South, the others needed the tracks through it.

Summer holiday traffic was big business until it was hit from three sides by the rise of the car, by the package holiday revolution and by Beeching, who deemed the whole exercise financial nonsense. The traditional Summer Holiday excursion – "Wakes Week Specials" in some parts of the country – was decimated in the early 1960s, both stations at Clowne being prime examples. An early 1960s Working Timetable shows weekend trains through Clowne South between Manchester Central and Skegness and between Manchester Central and Yarmouth Vauxhall.[12] "Excursions" were wide-ranging; they could be for a day at the seaside, for a football match, for sightseeing such as to York or just cheap tickets on service trains to drum up custom. This last was impossible after the station closed to normal traffic, but an example of an "excursion" was a train in 1957 to Sheffield via Clowne South.[13]

The line from Killamarsh South Junction through Clowne South to Langwith Junction then through Shirebrook South to Kirkby South Junction acted as a loop line to the GCML, because it connected with it at both ends. Both lines had significant gradients north of Nottingham, so the line through Clowne relieved a potential bottleneck, especially for freight.[14] As freight traffic fell dramatically from the mid-1950s less and less congestion needed to be relieved. The GCML was closed north of Nottingham in September 1966, leaving nothing at all to relieve. Before that the line had a last hurrah when a sleeping car service from Marylebone to Glasgow was routed through Clowne South from 1962 to 1964.[15]

The line through Clowne South was useful for diversions in times of disruption such as essential trackwork. In the days before widespread "replacement bus services" two routes in particular benefitted from this, the GCML and the line from Lincoln to Sheffield via Retford. The history of GCML diversions matched that of GCML relief - the traffic vanished. The Lincoln to Sheffield line is still active today, but it carries almost no long-distance freight and no long-distance passenger traffic. Up to the early 1960s "The Boaty" - the daily Liverpool Central to Harwich Parkeston Quay boat train - was an occasional sight trundling along the LDECR through Warsop, Shirebrook North and Clowne South, regaining the route into Sheffield Victoria at Killamarsh.[16][17] In essence there became less and less traffic to divert.

A number of railway enthusiasts' special trains ran through Clowne South in its declining years, driven by a mixture of rising affluence and awareness of things passing. One such is recorded on film, though only the northern approach to Cliff Hill at Clowne can be seen.[18]

This left the staple of the LD&ECR - coal. Coal was king in North East Derbyshire in the first half of the 20th century. His rule passed steadily eastwards as older mines worked out and newer, larger and deeper pits were sunk in Nottinghamshire. These typically sent their output eastwards to power stations on the Trent. This meant that the LD&ECR line eastwards from Langwith Junction thrived whilst that to the west via Clowne withered. By 1960 the only producing pit on the line through Clowne South was Westthorpe Colliery, Killamarsh. It survived until 1984 but its coal went out northwards. Coal traffic through Clowne South withered but did not die; some coal continued to be sent north westwards. There always had been duplication of lines and services; indeed when the railways were built it was called "competition". When traffic was high, duplication gave flexibility and allowed traffic to run freely, as summarised above. As traffic withered "flexibility" became "redundancy" and "over-provision." By the mid-1960s it was realised that the traffic from all sources running through Clowne South and through Elmton and Creswell on what is now the Robin Hood Line could be accommodated entirely on the latter. The connection between the two lines at Shirebrook Junction ran (and still runs) south-to-east, so coal running north westwards from collieries such as Ollerton would end up facing the wrong way on the wrong track at Shirebrook, which, apart from long-standing custom and practice, was why it travelled via Clowne South. The solution adopted was to build a brand new connection between the LD&ECR and MR lines across fields near Langwith Colliery.[19] This enabled east to northwest traffic to travel through Langwith Junction, head off towards Clowne South, then veer right onto the Robin Hood Line facing north.[20] From then on such trains could turn west or east as appropriate north of Whitwell. The effect was to render the track between the new connection line, through Clowne South to Westthorpe Colliery, Killamarsh redundant, so it was closed and lifted.

Clowne South was progressively left high and dry.

Modern times

[edit]
The former station booking hall

The track through the Clowne and Barlborough station site has been lifted, though the trackbed remains protected and bridges are well maintained. It continues through its cutting to the west as described above. The bridge before the cutting can give the appearance of a tunnel. Foliage means this is no longer viewable from 'The Sidings' skate park near the old Tertiary College, which has been demolished. The positioning of the booking hall over the tracks can readily be seen by walking round the left hand side of the booking hall at street level. This can be done entirely in a public area. The cutting through which the Clowne South line ran has been infilled and lies buried under the road that leads to Tesco and the new roundabout. The old trackbed can be followed south eastwards through Linear Park, before you descend down some steps where there would have been a bridge to carry the tracks towards Markland Grips.

For many years after closure of the line the station booking hall was used by a bank. They were eventually replaced by a supplier of bridal wear. At 20 July 2013 the booking hall appeared refurbished and in the hands of a photography firm. The adjacent stationmaster's house has undergone a rescue and revival; having at one time looked derelict, it is a business centre and has externally been sympathetically restored to its typical LDECR appearance.


Preceding station   Disused railways   Following station
Spinkhill
Line and station closed 		  Great Central Railway
Lancashire, Derbyshire and East Coast Railway 		  Creswell and Welbeck
Line and station closed

References

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Notes

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  1. ^ Dow 1965, p. 161.
  2. ^ Butt 1995.
  3. ^ Cupit & Taylor 1984, p. 39.
  4. ^ Anderson & Cupit 2000, p. 53.
  5. ^ Anderson & Cupit 2000, p. 50.
  6. ^ Kingscott 2007, p. 134.
  7. ^ Both Clowne stations on PictureThePast website
  8. ^ Little 1995, p. 67.
  9. ^ Goode 1983, p. 48.
  10. ^ Dow 1965, pp. 167–170.
  11. ^ Bradshaw 1985, p. 718.
  12. ^ Walker 1991, Inside front cover.
  13. ^ Little 1995, p. 70.
  14. ^ DVD2 2005, 6 to 7 mins from the start, stills.
  15. ^ Howard Anderson 1973, p. 166.
  16. ^ Grainger 2002, p. 76.
  17. ^ Allen 1960, p. 4.
  18. ^ Marsden 2004, 3 mins 45 secs from the start.
  19. ^ Booth 2013, pp. 38–40.
  20. ^ Felix & McKeown 2004, 26 mins from start, still with discussion.

Sources

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  • Anderson, Paul; Cupit, Jack (2000). An Illustrated History of Mansfield's Railways. Clophill: Irwell Press. ISBN 978-1-903266-15-1.
  • Booth, Chris (2013). The Lancashire, Derbyshire and East Coast Railway A pictorial view of the "Dukeries Route" and branches. Blurb. 06715029.
  • Bradshaw, George (1985) [July 1922]. Bradshaw's General Railway and Steam Navigation guide for Great Britain and Ireland: A reprint of the July 1922 issue. Newton Abbot: David & Charles. ISBN 978-0-7153-8708-5. OCLC 12500436.
  • Butt, R. V. J. (October 1995). The Directory of Railway Stations: details every public and private passenger station, halt, platform and stopping place, past and present (1st ed.). Sparkford: Patrick Stephens Ltd. ISBN 978-1-85260-508-7. OCLC 60251199. OL 11956311M.
  • Cupit, J.; Taylor, W. (1984) [1966]. The Lancashire, Derbyshire & East Coast Railway. Oakwood Library of Railway History (2nd ed.). Headington: Oakwood Press. ISBN 978-0-85361-302-2. OL19.
  • Dow, George (1965). Great Central, Volume Three: Fay Sets the Pace, 1900–1922. Shepperton: Ian Allan. ISBN 978-0-7110-0263-0. OCLC 500447049.
  • DVD2 (2005). Diesels Along:-The Lancashire, Derbyshire and East Coast Railway. Chesterfield: Terminus Publications. DVD.{{cite AV media}}: CS1 maint: numeric names: authors list (link)
  • Felix, Richard; McKeown, Ron (2004) [1968]. Farewell to the GNR lines in Derbyshire and Nottinghamshire. Derby: Local Videos 2004 Ltd. DVD.
  • Allen, G. Freeman (January 1960). Allen, G. Freeman (ed.). "Talking of Trains". Trains Illustrated. XIII (136). Hampton Court: Ian Allan Ltd.
  • Goode, C.T. (1983). Railway Rambles on the Notts. & Derbyshire Border. Kingston upon Hull: C. T. Goode. ISBN 978-0-9508239-2-8.
  • Grainger, Ken (2002). Sheffield Victoria to Chesterfield Central, The "Derbyshire Lines" of the Manchester, Sheffield and Lincolnshire Railway Part 1. Bredbury: Foxline Limited. ISBN 978-1-870119-83-2.
  • Howard Anderson, P. (1973). Forgotten Railways: The East Midlands. Newton Abbott: David & Charles. ISBN 978-0-7153-6094-1.
  • Kingscott, Geoffrey (2007). Lost Railways of Derbyshire. Newbury: Countryside Books. ISBN 978-1-84674-042-8.
  • Little, Lawson (1995). Langwith Junction, the Life and Times of a Railway Village. Newark-upon-Trent: Vesper Publications. ISBN 978-0-9526171-0-5.
  • Marsden, Michael (2004) [1963–1964]. Sheffield to Nottingham Marsden Rail 10. Birkenshaw: Marsden Rail 2004. DVD10.
  • Walker, Colin (1991). Eastern Region Steam Twilight, Part 2, North of Grantham. Llangollen: Pendyke Publications. ISBN 978-0-904318-14-2.
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53°16′34″N 1°15′43″W / 53.2760°N 1.2619°W / 53.2760; -1.2619

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