Leicester and Swannington Railway

Leicester and Swannington Railway

Company type	Private company
Industry	Railway transport
Founded	1830
Founder	William Stenson, John Ellis, George Stephenson
Fate	Absorbed by Midland Railway in 1847
Headquarters	Leicester , England
Area served	West Leicestershire, Leicester
Key people	George Stephenson, Robert Stephenson, William Stenson, John Ellis
Products	Coal transport, passenger services

The Leicester and Swannington Railway (L&SR) ranks among the earliest railways established in England, created to facilitate the transport of coal from collieries in West Leicestershire to Leicester’s industrial markets. Commencing operations in 1832, the line included a tunnel exceeding one mile in length and featured two rope-hauled inclined planes; aside from these sections, locomotives powered the trains, which also carried passengers.

As the sole railway serving the area initially, the L&SR was later absorbed by the Midland Railway (MR) following its inception and the opening of its Leicester main line in 1840. The MR extended a substantial offer and completed the acquisition in 1847. Although originally unlinked, the MR subsequently constructed a connection from its main line to Burton that partially utilized the L&SR route, circumventing the inclined planes. Much of the L&SR’s infrastructure continued in use until 1966, while the MR’s Burton line remains operational today.

Prior history

Despite Leicester’s prominence as an industrial center, inadequate transport infrastructure limited its growth even amid strong coal demand. Enhancements during the late 18th century—such as turnpike roads and improvements to navigation on the River Soar—supported expanding commerce. By the 1820s, Leicester Navigation managed significant coal shipments; however, local high-grade coal deposits near Swannington lacked efficient transportation options, rendering supplies from more distant sources more cost-effective.

William Stenson, who co-owned Long Lane Pit near Whitwick (currently Coalville), recognized this transportation shortfall and sought remedies. After witnessing the Stockton and Darlington Railway during a visit to northeast England in 1827, he collaborated with affluent weaver John Ellis. Together they engaged George Stephenson—who was then overseeing construction of the Liverpool and Manchester Railway—for guidance. Stephenson and his son Robert traveled to Leicester late in 1828 to provide expert advice on establishing a railway.

Conception of the Leicester and Swannington Railway

George Stephenson committed to constructing a railway connecting Swannington with Leicester; their inaugural formal meeting took place at Leicester’s Bell Inn on 12 February 1829. On 24 June 1829, Robert Stephenson projected that building a sixteen-mile line would cost approximately £75,540, with £58,250 already subscribed. Additional funds to meet the estimated £90,000 construction budget were secured through Stephenson’s contacts in Liverpool. The Leicester and Swannington Railway Act 1830 (11 Geo. 4 & 1 Will. 4. c. lviii) obtained royal assent on 29 May 1830. The authorised share capital was set at £90,000. This legislation permitted the company not only to provide track infrastructure but also to operate as a carrier of goods.

George Stephenson recommended adopting a standard track gauge to ensure uniformity:

Williams underscores the project's importance:

Upon its completion, this railway became the first locomotive-operated line within the Midland counties and ranked second south of Manchester after the Canterbury and Whitstable Railway.

Subsequently, a second act—the Leicester and Swannington Railway Act 1833 (3 & 4 Will. 4. c. lxix)—was enacted on 10 June 1833, authorizing an additional £10,000 in share capital. A third act followed on 30 June 1837—the Leicester and Swannington Railway Company Act 1837 (7 Will. 4 & 1 Vict. c. lxvi)—which approved a further £40,000 increase, raising total capital to £140,000.

Construction

The railway project was engineered by Robert Stephenson, with assistance from Thomas Miles, while George Stephenson played a key role in raising part of the funding from Liverpool-based entrepreneurs. The route stretched from Leicester’s West Bridge, running alongside the navigable River Soar to enable coal transportation via waterways. It extended northward to the edge of Swannington village and featured three branches serving collieries at Whitwick, Ibstock, and Bagworth. Although a branch line was proposed to connect Leicester to North Bridge, this extension was never realized. The Leicester and Swannington Railway Act of 1830 authorized both the colliery branches and the necessary land purchases; however, the financial burden for constructing these branches fell on the colliery proprietors.

The railway included a single tunnel near Glenfield, measuring just over one mile in length, along with nine underbridges, one overbridge, and sixteen level crossings. Aside from stations, the line was predominantly single-track.

Because of difficult topography and the limited power of early locomotives, two inclined planes operated by rope were implemented. The Bagworth incline featured a 1 in 29 gradient and functioned as a self-acting system—where descending loaded wagons pulled up empty ones—originally planned to be powered by a stationary steam engine. At the summit, situated at 565 feet (172 meters), an engine constructed by the Horseley Coal and Iron Company was installed, incorporating an early design of piston valve technology. The other incline near Swannington had a steeper gradient of 1 in 17 against the direction of loaded wagons, requiring them to ascend while empty wagons descended.

The railway utilized standard gauge tracks laid with fish-bellied rails supported on half-round oak cross-sleepers; within Glenfield Tunnel, longitudinal timber supports were employed.

Construction commenced swiftly but encountered significant challenges, particularly with the tunnel excavation. Initially, it was believed that no lining would be necessary; however, approximately 500 yards passed through sandy strata, which doubled construction costs. On 5 April 1831, contractor Daniel Jowett tragically died after falling down a shaft during work. Following this incident, three contractors abandoned their agreements and were subsequently replaced.

The novelty of the tunnel attracted local curiosity; by March 1832 temporary gates were installed at the entrances to prevent unauthorized Sunday access until permanent gates could be fitted.

First formal journey

The railway’s inaugural formal journey took place on 17 July 1832, when proprietors, directors, and their guests traveled from Leicester’s West Bridge terminus to Staunton Road crossing—a distance of 11 miles and 55 chains (19 km). The first train was hauled by the locomotive Comet and included a specially covered open wagon reserved for directors, which served as the company’s sole open second-class carriage, along with ten coal wagons fitted with makeshift seating that accommodated roughly 400 passengers. Departing West Bridge at 10:00 am, the train reached Bagworth by 11:00 am. A minor delay occurred when the locomotive’s chimney struck a section of tunnel roof where the track had been temporarily raised. Passengers disembarked briefly at Glenfield Brook to recover from this interruption. The return journey also transported two coal wagons.

Public opening

Later that day at 16:30, a second special train carried members of the public to Bagworth and back. Regular passenger services commenced the following day, generally running three empty wagon trains daily on weekdays at 08:00, 13:00, and 16:30 departing from West Bridge; passenger carriages were attached to these trains for both outbound and return trips. Special passenger runs continued for a short period after opening until demand settled into regular patterns.

Coal tariffs

At the outset, the line was connected solely to Bagworth colliery, resulting in mineral freight revenue falling short of projections. This shortfall accelerated efforts to complete the northern segment. To entice additional coal producers located near the operational portion but lacking rail access, a discount was introduced to compensate for road haulage expenses and coal damage during transfer. This measure substantially boosted coal shipments from those mines.

Train operations

Standard trains typically consisted of twenty-four wagons each. Passenger interest exceeded expectations, prompting the swift construction of a carriage. Shortly thereafter, approximately 60 passengers traveled daily, generating fare income that covered around one percent of the initial investment. Services offering first and second class accommodations were later established. Upon paying their fare, passengers received metal tokens indicating their destination; these tokens were collected upon arrival for reuse. The rolling stock included small four-wheeled wagons and simple blue passenger coaches.

Passenger amenities remained rudimentary for many years; tickets were sold at nearby inns, and carriages were attached to freight trains. At West Bridge, horses pulled carriages into sidings after detachment from goods wagons. Platforms were not introduced until the 1870s, and passengers continued to be transported in the rear carriages of coal trains until 1887. After this date, dedicated branch passenger services were provided by Midland Railway using six-wheeled coaches hauled by Midland 0-6-0 tender locomotives.

Permanent way challenges

The use of cross-sleepers created issues, particularly within cuttings, leading to the replacement of certain sections with stone blocks. However, stone blocks demanded frequent packing to maintain proper track alignment, level, and gauge and were considered less comfortable riding compared to timber sleepers. Some stone block sections remained in service until at least 1885.

Line extensions

The segment connecting Staunton Road to Ashby Road commenced operation on or just before 1 February 1833. The stretch from Ashby Road to Long Lane, Coalville, opened on 22 April 1833 for coal transportation and began passenger service on 27 April 1833, thereby completing passenger operations on the line; beyond this point towards Swannington was reserved exclusively for mineral traffic. The extension reaching Swannington likely became operational by late November 1833.

Soar Lane branch, Leicester

Proposals to extend the railway across the Leicester Canal to Soar Lane were revived on 22 October 1832. Authorization was granted on 10 June 1833 through the Leicester and Swannington Railway Act 1833, which mandated an opening bridge over the canal. The branch officially opened on 4 October 1834.

Operation of Bagworth incline

Measuring 43 chains in length with a gradient of 1 in 29, the Bagworth incline functioned as a self-acting incline: loaded wagons descended under gravity while simultaneously hauling empty wagons upward via a hemp rope that ran around a large horizontal pulley at the summit. Locomotives detached at the base; loaded wagons brought up were connected to the opposite end of the rope. A passing loop was located midway along the incline, with three rails extending from this loop to the top to accommodate wheel spacing and rope position. Typically, between ten and twelve loaded wagons weighing approximately six tonnes each descended in eight to nine minutes.

Issues with the Swannington Incline and Its Eventual Shutdown

The Swannington incline extended for 48 chains and featured a steep gradient of 1 in 17, powered by a stationary steam engine. In November 1833, mechanical difficulties with the engine necessitated the temporary use of horses to pull wagons uphill. Operations were halted on 7 March 1834 due to a disagreement over rates but recommenced on 11 May.

Traffic volumes at Swannington remained low, as the nearby collieries were rapidly depleted. The Coleorton Railway facilitated mineral transport from Worthington to Swannington for further transfer but discontinued service in 1860. Although Calcutta Colliery shut down in 1892, pumping activities continued to prevent flooding in adjacent mines. Coal was transported down the incline to fuel pumping operations until electric pumps replaced the steam-powered ones in 1947, leading to the incline's closure on 14 November that year.

Bagworth Incline Incident

In 1843, a severe accident occurred on the Bagworth incline when a freight train coupled with an empty passenger carriage slipped off the incline rope and crashed at high velocity. As a result, the company discontinued passenger carriage on this incline, mandating that passengers disembark and proceed on foot along the incline to continue their journey.

Connecting Lines

The railway company did not construct branch lines itself but encouraged mine and quarry proprietors to establish their own mineral connections.

Groby Granite Railway

This branch line, inaugurated alongside the Leicester and Swannington Railway, connected at a midpoint between Glenfield and Ratby via a turntable junction. It ceased operations around 1843 but was reopened approximately between 1866 and 1870 following upgrades by the Midland Railway, which included installation of a formal junction and sidings. The line stretched over three miles reaching Old Groby Quarry and subsequently extended connections to Castle Hill, Bunney Hill, Sheet Hedges Wood, and Dowry quarries. A stationary engine hauled wagons up to the summit of the hill; loaded wagons descended under the control of a brakesman while horses were employed to return empty wagons uphill.

Coleorton Railway

Sir George Beaumont sought an extension of the Leicester and Swannington Railway into his Coleorton estates; however, the company declined this proposal. Beaumont then planned to construct a railway from Coleorton colliery to connect with the main line at Peggs Green, with the railway company agreeing to finance parliamentary expenses. This initiative resulted in the Coleorton Railway Act 1833 (3 & 4 Will. 4. c. lxxi), which received authorization on 10 June 1833.

The line opened in 1834 utilizing horse-drawn traction and ran from a junction with the 4 ft 2 in gauge Ticknall Tramway at Worthington to the base of the Swannington incline. Although some sources dispute whether it physically linked directly with the Leicester and Swannington Railway, coal was transported via horses along the incline due to problems with the winding engine. Traffic records show that by November 1833 coal from Coleorton was being carried on the Leicester and Swannington line. The Coleorton Railway ceased operations in 1860; portions of its former route were later repurposed as sidings for the Ashby to Derby line opened in 1874, closely following the alignment of the Ticknall Tramway.

Additional Branches

Additional lines incorporated Bagworth Colliery, which commenced operations in July 1832, Ibstock Colliery (1832), Long Lane (Whitwick) Colliery (1833), and Snibston Colliery (1833). By 1850, two further spurs to Snibston had been established. Subsequently, the Nailstone Colliery branch was introduced in 1866, followed by the Ellistown Colliery Branch around 1875–1876.

Early Models

The railway initially acquired five locomotives from Robert Stephenson and Company. The first, named Comet, was transported via sea and canal routes. The second engine, Phoenix (1832), along with Comet, featured four-coupled wheels; Phoenix was later sold in 1835 for deployment on the London and Birmingham Railway. Following these were Samson and Goliath (1833), originally designed with four coupled wheels but found to be unstable. To improve stability, trailing wheels were added, creating a 0-4-2 wheel arrangement. This configuration was also applied to Hercules. These six-wheeled freight locomotives equipped with inside cylinders proved effective, leading Stephenson to discontinue the use of four-wheeled engines.

0-6-0 Configuration

By 1834, growing traffic volumes necessitated more robust locomotives. The introduction of Atlas, the first six-coupled design with inside cylinders, provided enhanced stability compared to models with outside cylinders.

While earlier locomotives were supplied by Stephenson, the directors experimented with an 0-4-0 engine named Liverpool from Edward Bury in 1834; however, it performed less effectively than Atlas. The subsequent addition was Vulcan, an 0-6-0 locomotive produced by Tayleur and Company. The final pair of engines came from Haigh Foundry: Ajax (0-4-2) and Hector (0-6-0).

Steam Whistle

According to historian Clement Stretton, a collision occurred near Thornton in late 1833 involving the locomotive Samson and a cart. The driver’s horn failed to warn the cart operator, prompting line manager Mr Baxter to propose the installation of a steam whistle. Under George Stephenson's supervision, a local craftsman built a steam trumpet that operated successfully.

If this account is correct, it could represent the earliest use of a steam whistle. Nevertheless, since stationary steam engines in factories commonly employed whistles to signal shift changes at the time, this assertion is contested. Clinker expresses skepticism about the claim, highlighting that detailed board minutes make no reference to such an incident.

Emerging Rivalry

In 1835, competition arose with plans for the Midland Counties Railway, intended to link collieries in Derbyshire and Nottinghamshire to Leicester and Rugby. This railway received authorization on 21 June 1836 and commenced service on 4 May 1840.

The Leicester Navigation responded immediately by reducing tolls due to this new competition, resulting in lower coal prices that compelled producers in West Leicestershire to decrease their rates.

Seeking strategic growth, the railway entertained acquisition offers. In 1845, the Midland Railway, successor to the Midland Counties Railway, proposed purchasing it to prevent rival companies from gaining control. Shareholders agreed on 20 August 1845, and the Midland Railway (Leicester and Swannington Railway Purchase) Act 1846 (9 & 10 Vict. c. ccxliii) legally sanctioned the takeover effective from 27 July 1846. Operations under Midland Railway management began on 1 January 1847.

Enhancements by Midland Railway

Upon acquisition, the Midland Railway inherited miles of track, along with eight locomotives, six passenger carriages, and a dozen freight wagons. At that time, the railway was not linked to any other lines.

In July 1847, the Midland Railway (Leicester and Swannington Railway Amendment) Act 1847 (10 & 11 Vict. c. cxxii) granted permission for a new railway connecting Leicester and Burton, incorporating a section of the . The track between Desford Junction and Thornton, as well as between Bagworth and Mantle Lane in Coalville, was converted to double track. Additionally, a two-mile rerouting was constructed to circumvent the Bagworth self-acting incline.

The Bagworth incline ceased operations on 25 March, and on 27 March 1848 it was replaced by a new double-track section featuring a ruling gradient of 1 in 66.

The original locomotives found this gradient challenging and initially required assistance from banking engines. Subsequently, more robust "Buffalo" locomotives were introduced; nevertheless, since the line remained isolated from the wider network, locomotives had to be moved through Leicester's streets by road transport.

Leicester to Burton route

The Midland Railway inaugurated the Leicester to Burton route on 1 August 1849, incorporating part of the . This line began at Knighton Junction, located just south of Leicester station; in 1850, a south-facing curve was added to form a triangular junction. Initially, Leicester's passenger terminal was rudimentary until the Midland Railway unveiled a new station at West Bridge on 13 March 1893.

The initial Leicester terminus of the evolved into what became known as the West Bridge branch until passenger services were discontinued on 24 September 1928 and freight operations ended on 2 May 1966.

In 1969, Leicester Corporation acquired Glenfield Tunnel on the original L&SR route for £5 and subsequently sealed it. Passenger services on the present Leicester to Burton line were terminated on 7 September 1964.

Stations

Early stations functioned as simple halts without formal buildings.

• Leicester: commenced service on 18 July 1832; later renamed West Bridge; replaced by King Richard's Road station on 13 March 1893; closed on 24 September 1928
• Glenfield: opened on 18 July 1832; relocated east of level crossing in 1875; closed on 24 September 1928
• Ratby Lane: started operations on 18 July 1832; renamed Ratby by April 1833; moved west of level crossing in 1873; closed on 24 September 1928
• Desford Junction: point where Midland Railway’s new line converged
• Desford Lane: opened on 18 July 1832; renamed Desford by April 1833; shifted about 150 yards west in March 1848; closed on 7 September 1964
• Merry Lees: began service in July 1832; renamed Merrylees; relocated west of road overbridge in March 1848; closed in March 1871
• Stag & Castle: opened in July 1832; renamed Thornton in 1841; closed January 1842
• Thornton Lane: opened in 1850 along the deviation route; ceased operations in October 1865
• Bagworth: started service in July 1832; closed in March 1848 when deviation station commenced
• Bagworth (deviation line): opened March 1848; renamed Bagworth & Ellistown in October 1894; closed September 1964
• Bagworth Incline House 'stopping place': initiated July 1832 approximately three-quarters of a mile beyond Bagworth; likely discontinued shortly thereafter
• Bagworth Staunton Road: original terminus from July 1832; stopped serving passengers after extension in April 1833
• Ashby Road: opened February 1833 with limited service, fully operational from April; renamed Bardon Hill in January 1847; temporarily closed March and reopened September 1849; permanently closed May 1952
• Long Lane: commenced April 1833; renamed Coalville in 1848 and Coalville Town in June 1924; ceased operation September 1964
• Mantle Lane Junction: branching point for Midland Railway’s Burton line
• Swannington.

Remains

Numerous traces of the Leicester and Swannington Railway are still accessible to the public.

• The area formerly occupied by the Leicester terminus at West Bridge has been transformed into The Rally park.
• A section of the old track bed extending northwest from West Bridge has been converted into a paved footpath and forms part of National Cycle Network route 63.
• Ventilation shafts for Glenfield tunnel remain visible alongside public roads; the majority of these structures are designated as grade II listed buildings.
• Following the railway’s closure, Glenfield tunnel was acquired by Leicester City Council, which invested £500,000 in 2008 to reinforce it with structural rings to prevent collapse. This restoration effort was chronicled by both the Ironbridge Gorge Museum Trust and the Leicestershire Industrial History Society. From time to time, organised groups have opportunities to visit during special "open days". The western portal of the tunnel, also a grade II listed building, can be observed from a public footpath in Glenfield.
• The majority of the former railway track bed between Station Road in Glenfield and Station Road in Ratby has been surfaced as a public footpath and is incorporated into National Cycle Network route 63.
• At Bagworth, the incline—now bypassed by a deviation line—has been repurposed as a public footpath leading to , although subsidence caused by mining has altered its original profile. Remnants of the incline-keeper’s house were still visible as of 2023.
• In Coalville, the original ticket office structure has been preserved and repurposed as a children’s nursery adjacent to the level crossing; this building holds Grade II Listed status.
• The Swannington incline is maintained by the Swannington Heritage Trust, with the incline’s track bed accessible as a permissive path that includes interpretive information panels. Foundations of the engine house at the summit of the incline have been uncovered, and about 75 yards of track have been reinstated. The original winding engine was relocated to the National Railway Museum in York.

Audio resources

• Peter Handford (director), The Glenfield Goods: A journey from Leicester, West Bridge, on a goods train hauled by a Midland 2F class 0-6-0, EAF 78, London: Argo Record Company Limited, 1964.

External links

• Clinker, C. R., "The Leicester and Swannington Railway", Leicestershire Archaeological and Historical Society Transactions, Volume 30, 1954. pp59-114 (pdf)
• Stretton, Clement Edwin, The History of the Midland Railway, 1901.
• Swannington Heritage Trust