Doncaster to Thorne Railway

South Yorkshire Railway

Company type	Private
Industry	Railway transport
Predecessor	Sheffield, Rotherham, Barnsley, Wakefield, Huddersfield and Goole Railway (segment south of Barnsley)
Founded	1847
Fate	Merged into Manchester, Sheffield and Lincolnshire Railway in 1864
Headquarters	England
Area served	West Riding of Yorkshire, England
Products	Rail transport (passenger and coal freight)

The South Yorkshire Railway was a rail company managing routes within the West Riding of Yorkshire, England.

Originally proposed in 1845 under the name South Yorkshire Coal Railway, it was officially founded by the South Yorkshire, Doncaster and Goole Railway Act of 1847 as the South Yorkshire Doncaster and Goole Railway Company. This act incorporated the authorized segment of the Sheffield, Rotherham, Barnsley, Wakefield, Huddersfield and Goole Railway located south of Barnsley, along with control over the River Dun Navigation and Dearne and Dove Canal systems. It also permitted construction of a route connecting Swinton to Doncaster, including several branch lines. The initial portion between Swinton and Doncaster commenced operations on 10 November 1849, with full network opening occurring in the early 1850s.

In 1850, a formal merger took place between the railway company and its canal interests, resulting in the creation of the South Yorkshire Railway and River Dun Company, commonly known simply as the "South Yorkshire Railway".

Apart from significant coal transport from collieries, the railway facilitated passenger travel linking Barnsley and Doncaster, operated a branch from Wombwell to Sheffield through Blackburn Valley, and extended services beyond Doncaster to destinations such as Thorne and Keadby.

In 1864, the South Yorkshire Railway was incorporated into the Manchester, Sheffield and Lincolnshire Railway.

Background

The concept of a "South Yorkshire Coal Railway" emerged in 1845 to connect coalfields in South Yorkshire with existing and planned mainline railways and canal systems, primarily aiming to transport coal efficiently. Early parliamentary resistance came from the North Midland Railway and the proposed Manchester, Midland and Great Grimsby Junction Railway, preventing initial authorization. The completion of the North Midland Railway’s Leeds-Derby route passing through Swinton heightened the need for a link between Swinton and Doncaster.

South Yorkshire, Doncaster and Goole Railway (1847–1850)

Following a failed bill in 1846, the South Yorkshire, Doncaster and Goole Railway Company (SYD&GR) was established under the South Yorkshire, Doncaster and Goole Railway Act 1847 (10 & 11 Vict. c. ccxci) on 22 July 1847. This legislation allowed for acquiring railway segments south of Barnsley from the Sheffield, Rotherham, Barnsley, Wakefield, Huddersfield and Goole Railway (SRBWH&GR), constructing new lines including a principal route from Doncaster to connect with the Midland Railway at Swinton, alongside various branches. Proposals for branches extending from Mexborough to Rotherham and Worsborough to Penistone were rejected due to opposition. The company was authorized to raise capital by issuing £750,000 in £20 shares.

Further parliamentary approvals during sessions in 1847/48 and 1849/50 resulted in three additional acts: the South Yorkshire, Doncaster, and Goole Railway Act 1848 (11 & 12 Vict. c. lxv), the South Yorkshire, Doncaster and Goole Railway (Deviation and Extension of Elsecar Branch) Act 1850 (13 & 14 Vict. c. xxxv), and the South Yorkshire Railway and River Dun Company Act 1850 (13 & 14 Vict. c. lvii). These legislations permitted route deviations, extensions or abandonment of certain lines, as well as modifications concerning canal operations.

On 12 April 1850, an official merger with the Dun and Dearne canals was effected, establishing the South Yorkshire Railway and River Dun Company, commonly referred to as simply the South Yorkshire Railway for its rail services.

Swinton to Doncaster

Construction on the main route commenced by October 1847, beginning with the initial sod turned in what was then known as "Warmsworth Field," the location of the current cutting. Although progress faced setbacks, a trial journey took place on 29 October 1849 departing from Doncaster, Cherry Tree Lane station, situated at the triangle junction connecting with the Great Northern Railway (GNR). The test train consisted of two first-class carriages borrowed from the Midland Railway and a GNR open wagon, all pushed by a four-coupled tank locomotive typically used for ballast work.

Captain George Wynne, the Board of Trade inspector, gave formal approval for the Doncaster to Swinton segment on 31 October 1849, despite noting slight divergences from the authorized alignment.

Initially planned to open on 3 November, services between Swinton and Doncaster began on 16 November 1850. Passenger operations from Sheffield were managed by the Midland Railway, linking with their services arriving from northern and southern urban centers such as Derby, Birmingham, Gloucester, Bristol, and London. At launch, Conisbrough was the sole intermediate stop; stations at Mexborough and Sprotborough were subsequently introduced on 1 February 1850. The Midland Railway provided both locomotives and carriages for this route in return for receiving one-quarter of the revenue.

Swinton to Barnsley

The Elsecar branch was inaugurated for mineral transportation on 1 March 1850, connecting to the main Barnsley line at Elsecar junction and serving the collieries owned by Earl Fitzwilliam. Coal was transferred onto GNR wagons for onward shipment through Boston Docks. The company also envisioned constructing an eastern route near Doncaster to transport coal over its own tracks for further distribution.

By 1850, the principal line extended northward reaching Oldham Bridge (later renamed Aldham), while a branch heading west towards Worsborough also opened that year. The main line continued northwest via Aldham junction to Barnsley Exchange station, which commenced operations on 1 July 1851. Passenger trains from Doncaster were hauled by GNR engines using their rolling stock since SYR did not possess passenger carriages at that time.

The Worsborough branch was extended westward to terminate at Moor End goods station, close to Silkstone Common, becoming operational by 1852. This development granted access to further collieries, thereby increasing freight volumes carried over SYR infrastructure.

Barnsley to Sheffield

In March 1852, land acquisitions were completed to finalize the Barnsley-Sheffield connection, which initially required trains to reverse at for through running. At the request of colliery proprietors in the Dove Valley area, the SYD&GR altered its planned alignment to serve pits at Blacker Main, Platts Common, and Hoyland Common, abandoning previously initiated work on Birdwell tunnel. The line linked with the Midland Railway near Wincobank on Sheffield’s periphery, allowing trains access to Wicker station.

Passenger services between Barnsley and Sheffield commenced on 9 September 1854, followed by a Doncaster-Sheffield route starting in November 1855, operated with South Yorkshire Railway’s own locomotives and rolling stock. Goods traffic began on 11 September 1854; initially, this line was single track featuring a passing loop only at Westwood.

Subsequent extensions included a stretch from Meadowhall to Tinsley in 1861 and reaching Woodburn Junction on the MS&LR main line near Sheffield Victoria by 1 August 1864—shortly before the company ceased independent operations. The "Darnall Curve," connecting this line to an east-facing junction, opened in 1864. To alleviate capacity issues, double tracking was completed in 1876, accompanied by reconstruction of Ecclesfield station with staggered platforms connected by a footbridge.

South Yorkshire Railway and River Dun Company (1850–1864)

In 1851, the South Yorkshire Railway and River Dun Company (SYR&RDCo.) requested parliamentary consent to lease, sell, or merge with the Great Northern Railway. Although the South Yorkshire Railway and River Dun Company's Transfer Act 1852 (15 & 16 Vict. c. cliii) was enacted, plans for amalgamation were eventually abandoned by both entities.

Throughout the 1850s, SYR&RDCo. developed a railway line adjacent to the canal stretching from Doncaster to Thorne. By 1859, passenger operations included routes from Sheffield via Westwood to Wombwell and Barnsley (linking Wakefield and Leeds), Barnsley to Doncaster, and Doncaster to Thorne, each offering approximately four daily services except the Doncaster-Thorne route which had one less.

The South Yorkshire Railway (Sheffield and Thorne) Act 1862 (25 & 26 Vict. c. cxli) together with the South Yorkshire Railway Act 1863 (26 & 27 Vict. c. cxlvi) authorized extending the Barnsley-Sheffield branch to connect with the Manchester, Sheffield and Lincolnshire Railway (MS&LR) Sheffield line, as well as straightening the route toward Thorne. New junctions were established linking the Doncaster-Thorne line with the North Eastern Railway's Hull and Doncaster Railway at Thorne junction (opened in 1869), and creating a southeast connection to the jointly managed Great Northern and MS&LR West Riding and Grimsby Railway at Stainforth junction (also known as Hatfield junction).

Additionally, the South Yorkshire Railway Act 1863 permitted acquisition of the Barnsley Coal Railway. Further authorization was granted by the South Yorkshire Railway Act 1864 (27 & 28 Vict. c. xix) for a branch extending from the Barnsley Coal Railway toward the Midland's branch near Monk Bretton—although this branch was never constructed—and later in the late 19th century, the Barnsley Coal Railway was extended northwards with an extra junction connecting back to SYR’s Barnsley line under provisions of the Manchester, Sheffield and Lincolnshire Act 1874 (37 & 38 Vict. c. cxxxii).

Doncaster to Thorne and Keadby

During the 1850s, SYR built a single-track railway approximately long from Doncaster to Thorne without obtaining parliamentary authorization, tracing canal banks between these locations.

This route followed the southern bank of the River Don 'Flood Drain', commencing at Marsh Lane junction situated north of Doncaster. It passed through Long Sandall, Kirk Sandall, Barnby upon Don, Sand Bramwith, and Stainforth, then ran along the northern bank of the Stainforth and Keadby Canal until reaching Thorne.

Originally, it terminated at Thorne Waterside railway station ("Thorne Lock"), which was the sole station on this line. Freight services began in December 1855, followed by passenger operations in July 1856 after government approval was secured; however, operational constraints included a speed limit of .

A further stretch from Thorne to Keadby was also constructed without parliamentary authority along company-owned canal banks. This segment opened in September 1859 featuring one intermediate station at Crowle, with additional stops added later at Maud's Bridge, Medge Hall, and Godnow Bridge.

In 1860, SYR applied for permission to extend its line from Keadby across the River Trent, submitting bills proposing connections to MS&LR near Brigg as well as via the Trent, Ancholme and Grimsby Railway (TAGR). The TAGR Act 1861 (24 & 25 Vict. c. clvi) authorized that route, while the South Yorkshire Railway Amendment Act 1861 (24 & 25 Vict. c. clxix) sanctioned a short SYR extension over the Trent to link with it. This extension measured long and included powers to raise £100,000 through share issuance plus an additional third in loans.

Route straightening and connection to Hull

During the 1861/2 parliamentary session, legislation was obtained to realign the track between Doncaster and Thorne, creating a branch at Long Sandall Lock which rejoined near Maude's bridge, situated east of Thorne.

In the following 1862/3 session, the North Eastern Railway (NER) received permission to construct a line from its Hull and Selby Line at Staddlethorpe (currently known as Gilberdyke) extending to Thorne. Agreements with competing companies, including the SYR, ensured no opposition against this proposal. Consequently, the Hull and Doncaster Branch was sanctioned on 23 July 1863. During the same session, the SYR also revised its authorized plan for the Doncaster-Thorne line straightening.

The newly built double-track route featured a junction connecting with a branch of the West Riding and Grimsby Railway, linking Adwick junction near Adwick le Street westward to Stainforth junction close to Stainforth.

After its initial opening, Thorne station was repositioned nearer to the town centre (Thorne (Old) railway station), remaining in use until the 1864 realignment when Thorne South commenced operations.

Extension of Barnsley to Sheffield line

The act passed in 1863 authorized extending the Blackburn Valley line southwards to join the MS&LR’s Sheffield line near Attercliffe. This extension started at Meadowhall junction, passed beneath the Sheffield and Rotherham line, crossed over the River Don, then curved southwestward along the northern edge of the Sheffield Canal. It subsequently crossed the canal south of Attercliffe, forming a triangular junction with the MS&LR track.

Incorporation into MS&LR (1864)

The Manchester, Sheffield and Lincolnshire Railway (MS&LR) began leasing operations from SYR in 1861 after granting access to Sheffield Victoria station. On 23 June 1864, the South Yorkshire Railway and River Dun Transfer Act 1864 (27 & 28 Vict. c. lxxvii) legally permitted MS&LR to assume control of SYR for a term of 999 years. Under this arrangement, MS&LR compensated SYR through dividends and interest payments, while sharing half of net profits after deducting working expenses fixed at 38% of gross earnings.

Later, the South Yorkshire Railway and River Dun Company's Vesting Act 1874 (37 & 38 Vict. c. cxxxi) fully transferred all rights and obligations to MS&LR, leading to SYR’s formal dissolution.

Locomotives

SYR No.	Wheel Arr.	Manufacturer	Works No.	Year Built	MSL No.	Withdrawal Year	Remarks
1	0-4-2	BCK		1849	152	1867	Named "Vampire"
2	0-4-2	BCK		1849	153	1867
3	0-4-2	Dodds		1849	154	1871	Named "Fitzwilliam"
4	0-6-0	EBW		1849	155	1894	Named "Wharncliffe"
5	0-4-2	TB		1848	156	1870	Named "Albion"
6	0-6-0	GW	19	1848	157	1869	Originally from Leeds and Thirsk Railway
7	0-6-0	GW	20	1848	158	1870	Former Leeds and Thirsk Railway engine
8	0-6-0	GW	21	1848	159	1893	Ex-Leeds and Thirsk Railway
9	0-6-0	GW	22	1848	160	1871	Originally operated by Leeds and Thirsk Railway
10	0-6-0	EBW	507	1856	161	1889
11	0-6-0	EBW	508	1856	162	1893
12	0-6-0	EBW	509	1856	163	1888
13	2-4-0	GE		1856	164	1864
14	0-6-0	EBW		1856	165	1889
15	0-6-0	EBW		1856	166	1888
16	0-6-0	EBW		1856	167	1893
(17)	0-6-0	K	697	1859	168	1877
(18)	0-6-0	K	698	1859	169	1893
(19)	0-6-0	K	702	1859	170	1892
(20)	0-6-0	SYR		1861	171	1893
(21)	0-6-0	K	919	1861	172	1893
(22)	0-6-0	SYR		1862	173	1893
(23)	0-6-0	BP	373	1864	174	1902
(24)	0-6-0	BP	374	1864	175	1902
(25)	0-6-0	BP	375	1864	176	1902
(26)	0-6-0	BP	376	1864	177	1903
(27)	0-6-0	BP	377	1864	178	1903
(28)	0-6-0	BP	378	1864	179	1903

Abbreviations:

• BCK: Bury, Curtis, and Kennedy
• BP: Beyer, Peacock and Company
• Dodds: Isaac Dodds and Son
• EBW: E. B. Wilson and Company
• GE: George England and Co.
• GW: Gilkes Wilson and Company
• K: Kitson and Company
• SYR: South Yorkshire Railway, Mexborough
• TB: Thwaites Brothers (see Robinson Thwaites)

Current Status of the SYR Remnants

A combination of track duplications, inconvenient station placements, the shutdown of collieries, and various other reasons has led to the closure or reduction of much of the SYR system. The sections still in use are as follows:

• The stretch from Mexborough to Doncaster (although the Swinton curve was discontinued in 1968, it was restored in the late 1980s along with the reopening of Swinton station).
• The route between Doncaster and Keadby, which has been realigned.
• The line from Mexborough Junction to Woodburn Junction (Sheffield), linking with the Midland Railway at Aldwarke Junction before merging back with the original track.
• The segment from Quarry Junction (Barnsley) to Barnsley’s former Exchange station.
• The upper Elsecar Branch, maintained as the Elsecar Heritage Railway, with intentions to expand towards Cortonwood subject to available funding.

Related Topics

• Earl Fitzwilliam's private railway
• Hatfield Colliery landslip