South Yorkshire, Doncaster and Goole Railway Company

South Yorkshire Railway

Company type	Private company
Industry	Railway transport
Predecessor	South Yorkshire, Doncaster and Goole Railway Company
Founded	1845 (as South Yorkshire Coal Railway)
Fate	Merged into Manchester, Sheffield and Lincolnshire Railway in 1864
Headquarters	Doncaster , England, United Kingdom
Area served	West Riding of Yorkshire, England
Products	Rail transport services (freight and passenger)

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

Originally launched as the South Yorkshire Coal Railway in 1845, it was officially created under the South Yorkshire, Doncaster and Goole Railway Act 1847 as the South Yorkshire Doncaster and Goole Railway Company. This incorporated the authorized section of the Sheffield, Rotherham, Barnsley, Wakefield, Huddersfield and Goole Railway located south of Barnsley, along with ownership of the River Dun Navigation and Dearne and Dove Canals. Additionally, it held approval for a line connecting Swinton to Doncaster plus various branch lines. The initial segment between Swinton and Doncaster commenced operations on 10 November 1849, with the remainder completed during the early 1850s.

In 1850, the company officially merged with its canal assets, adopting the name South Yorkshire Railway and River Dun Company, commonly known as the "South Yorkshire Railway".

Beyond substantial freight traffic from collieries, its system accommodated passenger travel between Barnsley and Doncaster; included a branch from Wombwell to Sheffield through the Blackburn valley; and extended routes past Doncaster towards Thorne and Keadby.

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

Background

The concept of the "South Yorkshire Coal Railway" emerged in 1845 to link the South Yorkshire coalfields with existing and proposed major railways as well as local canals, primarily facilitating coal transport to significant markets. Resistance from established entities such as the North Midland Railway and the planned Manchester, Midland and Great Grimsby Junction Railway led to its initial rejection by Parliament.

Following completion of the North Midland line through Swinton, there was increased demand for a connecting railway to Doncaster.

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

A renewed bill was presented in 1846 but again failed at first. In 1847, authorization was granted to establish the South Yorkshire, Doncaster and Goole Railway Company (SYD&GR) under the South Yorkshire, Doncaster and Goole Railway Act 1847 (10 & 11 Vict. c. ccxci). This allowed acquisition of lines south of Barnsley from the Sheffield, Rotherham, Barnsley, Wakefield, Huddersfield and Goole Railway (SRBWH&GR), construction of new routes, and control over the River Dun Navigation and Dearne and Dove Canal. The approved network featured a main line from Doncaster to a junction with the Midland Railway at Swinton along with several branch lines. Proposed branches from Mexborough to Rotherham and Worsborough to Penistone were declined due to opposition. The company was permitted to issue £750,000 in £20 shares.

Later parliamentary sessions during 1847/8 and 1849/50 sanctioned adjustments including route deviations near Doncaster and extensions such as that of the Elsecar branch. These changes were enacted via three additional acts: South Yorkshire, Doncaster, and Goole Railway Act 1848, Deviation and Extension of Elsecar Branch Act 1850, and South Yorkshire Railway and River Dun Company Act 1850. The formal merger with canal interests took place on 12 April 1850, after which operations continued under the name South Yorkshire Railway and River Dun Company, commonly shortened to South Yorkshire Railway.

Swinton to Doncaster

Construction on the principal route commenced in October 1847 at the site known as "Warmsworth Field." Although progress faced setbacks, a test journey was conducted on 29 October 1849, departing from Doncaster's Cherry Tree Lane station, situated at the triangular junction with the Great Northern Railway (GNR). This trial involved Midland Railway first-class coaches alongside a GNR wagon, all hauled by a four-coupled tank engine previously employed for ballast work.

Captain George Wynne, a Board of Trade inspector, authorized the Doncaster to Swinton segment on 31 October 1849, while noting certain divergences from the approved alignment.

Originally planned to open on 3 November, the inauguration was delayed until 16 November 1850. The Midland Railway operated passenger trains from Sheffield, linking with its existing routes extending northward as well as to Derby, Birmingham, Gloucester, Bristol, and London. At the time of opening, Conisbrough was the sole intermediate stop; stations at Mexborough and Sprotborough were introduced starting 1 February 1850. The Midland Railway supplied locomotives and carriages in return for a quarter share of the revenue.

Swinton to Barnsley

The Elsecar branch became operational for mineral transport on 1 March 1850, connecting with the main line at Elsecar junction and serving Earl Fitzwilliam's coal mines. Coal shipments were handed over to the GNR for distribution through Boston Docks. Plans were underway to move coal across company-owned lines east of Doncaster.

By 1850, the main line extended to Oldham Bridge (later renamed Aldham), accompanied by a branch heading westward to Worsborough that opened in the same year. The main line continued northwest from Aldham junction to Barnsley Exchange station, which began service on 1 July 1851. Passenger trains running from Doncaster utilized GNR engines and rolling stock since SYR did not possess passenger carriages.

The Worsborough branch reached its terminus at Moor End goods station near Silkstone Common by 1852, enhancing access to nearby collieries and boosting freight volumes.

Barnsley to Sheffield

In March 1852, land acquisitions were completed to finalize the Barnsley-Sheffield connection, initially requiring trains to reverse at . At the request of colliery proprietors in Dove Valley, the SYD&GR altered the route, abandoning prior work on Birdwell tunnel. The finished line linked with the Midland Railway close to Wincobank, allowing services to reach Sheffield's Wicker station.

Passenger operations between Barnsley and Sheffield commenced on 9 September 1854. Subsequently, Doncaster-Sheffield services began in November 1855 under South Yorkshire Railway's own locomotives and carriages. Goods traffic started on 11 September 1854; initially, this line was single track with a passing loop located at Westwood station.

Further extensions included a section from Meadowhall to Tinsley in 1861 and reaching Woodburn Junction on the MS&LR main line east of Sheffield Victoria by 1 August 1864—shortly before the company ceased independent management. The "Darnall Curve," which connected this route to an east-facing junction on the main line, also opened in 1864. Due to congestion issues, the line was doubled in 1876, and Ecclesfield station underwent reconstruction featuring staggered platforms linked by a footbridge.

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

In 1851, the South Yorkshire Railway and River Dun Company (SYR&RDCo.) petitioned Parliament for authorization 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 organizations.

Throughout the 1850s, SYR&RDCo. developed a railway line adjacent to the canal running from Doncaster to Thorne. By 1859, passenger trains were operating on routes from Sheffield via Westwood to Wombwell and Barnsley (linking Wakefield and Leeds), as well as between Barnsley and Doncaster and Thorne, with approximately four services daily on each route except for one less on the Doncaster-Thorne run.

The South Yorkshire Railway (Sheffield and Thorne) Act 1862 (25 & 26 Vict. c. cxli) along with the South Yorkshire Railway Act 1863 (26 & 27 Vict. c. cxlvi) authorized extending the Barnsley-Sheffield branch to join the Manchester, Sheffield and Lincolnshire Railway (MS&LR) Sheffield line and realigned the route to Thorne for greater efficiency. Connections were established linking this network to the North Eastern Railway's Hull and Doncaster Railway at Thorne Junction (opened in 1869) and to the jointly managed Great Northern and MS&LR West Riding and Grimsby Railway at Stainforth Junction near Stainforth and Hatfield station.

Additionally, the South Yorkshire Railway Act 1863 permitted the takeover of the Barnsley Coal Railway. The following year, under the South Yorkshire Railway Act 1864 (27 & 28 Vict. c. xix), a branch line from the Barnsley Coal Railway to the Midland's branch near Monk Bretton was authorized but never constructed. However, during the late 19th century, the Barnsley Coal Railway was extended northward with an extra junction connecting to SYR’s Barnsley line under powers granted by the Manchester, Sheffield and Lincolnshire Act 1874 (37 & 38 Vict. c. cxxxii).

Doncaster to Thorne and Keadby

During the 1850s, SYR built a roughly 10-mile single-track railway running from Doncaster to Thorne alongside canal banks without obtaining parliamentary approval. This line followed the southern edge of the River Don 'Flood Drain' beginning at Marsh Lane junction near Doncaster, passing through Long Sandall, Kirk Sandall, Barnby upon Don, Sand Bramwith to Stainforth, then continuing along the north bank of the Stainforth and Keadby Canal up to Thorne.

Originally terminating at Thorne Waterside station, freight operations commenced in December 1855, with passenger services starting in July 1856 after government sanction was granted subject to operational constraints such as a speed limit of 12 mph due to sharp curves.

A subsequent segment extending from Thorne to Keadby was also constructed without parliamentary consent on land owned by the company along canal banks. This portion opened in September 1859 with Crowle as its sole initial intermediate stop; stations at Maud's Bridge, Medge Hall, and Godnow Bridge were added shortly thereafter.

In 1860, SYR pursued approval for a new line crossing the Trent River from Keadby. Several bills were introduced proposing connections to MS&LR near Brigg and via the Trent, Ancholme and Grimsby Railway (TAGR), which incorporated existing segments under development by Charles Winn. The Trent, Ancholme and Grimsby Railway Act of 1861 authorized TAGR, while the South Yorkshire Railway Amendment Act of that year sanctioned a brief SYR extension across the Trent to link with it. This roughly two-mile extension enabled SYR to raise an additional £100,000 in share capital plus one-third in loans.

Line straightening and Hull connection

During the parliamentary session of 1861/2, authorization was granted to the company to construct a more direct route from Doncaster to Thorne. This new alignment diverged at Long Sandall Lock and rejoined the original track near Maude's bridge, situated east of Thorne.

In the following session of 1862/3, the NER obtained legislative approval for a railway extending from its Hull and Selby Line at Staddlethorpe (present-day Gilberdyke) to Thorne. The company negotiated agreements with competitors, including the SYR, to avoid opposition to this proposal. Consequently, the Hull and Doncaster Branch received official sanction on 23 July 1863. Meanwhile, the SYR also secured an act permitting alterations to its originally planned straightening of the Doncaster-Thorne route.

This newly constructed double-track line 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.

Following its initial opening, Thorne station was moved nearer to the town center (Thorne (Old) railway station) until the 1864 realignment when Thorne South commenced operations.

Extension of Barnsley to Sheffield line

Legislation passed in 1863 authorized the southward expansion of the Blackburn Valley line to intersect with the MS&LR’s Sheffield line in proximity to Attercliffe. The track extended from Meadowhall junction, passing beneath the Sheffield-Rotherham line, crossing over the River Don, curving southwest along the northern edge of the Sheffield Canal, crossing it just south of Attercliffe, and forming a triangular junction with the MS&LR line.

Integration with MS&LR (1864)

The Manchester, Sheffield and Lincolnshire Railway (MS&LR) began leasing operations of the SYR in 1861, having previously allowed access to Sheffield Victoria station. The South Yorkshire Railway and River Dun Transfer Act 1864 (27 & 28 Vict. c. lxxvii), enacted on 23 June 1864, authorized MS&LR to assume control of SYR for a term of 999 years. Under this arrangement, MS&LR committed to paying dividends on SYR shares and sharing half of net profits with SYR after deducting working expenses calculated as 38% of gross earnings.

The South Yorkshire Railway and River Dun Company's Vesting Act 1874 (37 & 38 Vict. c. cxxxi) finalized the transfer of all rights and obligations from SYR to MS&LR, thereby dissolving SYR as an independent company.

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	Formerly 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	Previously 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

Legend:

• 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 SYR Remnants

A combination of track doubling, inconveniently situated stations, the shutdown of collieries, and other influences has led to the closure or reduction of many parts of the SYR network. The sections still in use today include:

• The stretch from Mexborough to Doncaster (note that the Swinton curve was closed in 1968 but later restored in the late 1980s, accompanied by the reopening of Swinton station).
• The route from Doncaster to Keadby, which has been realigned.
• The line running from Mexborough Junction to Woodburn Junction (Sheffield), which connects with the Midland Railway at Aldwarke Junction before returning to the original alignment.
• The segment between Quarry Junction (Barnsley) and Barnsley’s former Exchange station.
• The upper portion of the Elsecar Branch, maintained as the Elsecar Heritage Railway, with intentions to extend service to Cortonwood pending available funding.

See also

• Earl Fitzwilliam's private railway
• Hatfield Colliery landslip