South Yorkshire Railway
| Company type | Private |
|---|---|
| Industry | Railway transport |
| Predecessor | South Yorkshire, Doncaster and Goole Railway Company |
| Founded | 1847 |
| Defunct | 1864 |
| Fate | Merged into Manchester, Sheffield and Lincolnshire Railway |
| Headquarters | England |
Area served | South Yorkshire, West Riding of Yorkshire |
| Products | Rail transport (coal and passengers) |
The South Yorkshire Railway was a rail enterprise functioning within the West Riding of Yorkshire, England.
Originally launched as the South Yorkshire Coal Railway in 1845, it was officially formed under 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. Additionally, it secured approval for a line connecting Swinton to Doncaster, including various branch lines. The initial portion between Swinton and Doncaster commenced operations on 10 November 1849, with the remainder finalized in the early 1850s.
In 1850, the company officially merged its canal holdings with its railway operations, creating the South Yorkshire Railway and River Dun Company, commonly recognized as the "South Yorkshire Railway."
While primarily facilitating coal transport from collieries, the railway also offered passenger services linking Barnsley and Doncaster; it featured a branch from Wombwell to Sheffield through Blackburn valley; and extended routes beyond Doncaster towards Thorne and Keadby.
The South Yorkshire Railway was ultimately incorporated into the Manchester, Sheffield and Lincolnshire Railway in 1864.
Background
The concept of the "South Yorkshire Coal Railway" emerged in 1845 to connect the coalfields of South Yorkshire with existing and planned mainline railways, alongside local canals and navigation routes. Its primary aim was to transport coal efficiently from mines to market destinations. However, its initial parliamentary bill faced opposition from the North Midland Railway and the proposed Manchester, Midland and Great Grimsby Junction Railway, resulting in its rejection.
Following completion of the North Midland route between Leeds and Derby via Swinton—the closest point to Doncaster—there was growing demand for a connecting railway line to Doncaster.
South Yorkshire, Doncaster and Goole Railway (1847–1850)
A revised legislative proposal was submitted in 1846 but did not pass initially; it was subsequently reintroduced in a more limited form. The South Yorkshire, Doncaster and Goole Railway Company (SYD&GR) was established by the South Yorkshire, Doncaster and Goole Railway Act 1847 (10 & 11 Vict. c. ccxci), granting authority to acquire approved lines south of Barnsley from the Sheffield, Rotherham, Barnsley, Wakefield, Huddersfield and Goole Railway, construct new railways, and assume ownership of both the River Dun Navigation and Dearne and Dove Canal. The sanctioned main route extended from Doncaster to a junction with the Midland Railway at Swinton, along with several branch lines. Plans for branches connecting Mexborough to Rotherham and from Worsborough to Penistone were refused due to opposition. The company's authorized capital consisted of £750,000 divided into £20 shares.
Further legislative acts passed in 1848 and 1850 permitted adjustments such as route modifications near Doncaster, extensions, deviations, and abandonment of certain sections. On 12 April 1850, a formal merger with the Dun and Dearne canal companies took place, resulting in the formation of the South Yorkshire Railway and River Dun Company, which became widely known as the South Yorkshire Railway in its rail operations.
Swinton to Doncaster
Construction on the primary route commenced by October 1847, beginning with the initial excavation at "Warmsworth Field," now the location of the current cutting. Although progress encountered setbacks, a test journey took place on 29 October 1849, departing from Doncaster's Cherry Tree Lane station, situated at the triangular junction with the Great Northern Railway (GNR) southwest of Doncaster. The train consisted of two first-class carriages borrowed from the Midland Railway alongside a GNR open wagon fitted with seating, all hauled by a four-coupled tank engine originally used for track ballasting.
Captain George Wynne, an inspector from the Board of Trade, granted approval for the Doncaster to Swinton segment on 31 October 1849, despite noting some minor departures from the authorized route.
Originally scheduled to open on 3 November, the inauguration was delayed until 16 November 1850. Passenger services originating from Sheffield were managed by the Midland Railway, which coordinated connections with its trains arriving from Derby, Birmingham, Gloucester, Bristol, and London. At that time, Conisbrough was the sole intermediate stop; Mexborough and Sprotborough stations began operations on 1 February 1850. The Midland Railway operated trains over this line using its locomotives and carriages in return for a quarter share of the revenue.
Swinton to Barnsley
The Elsecar branch was introduced for mineral transport starting 1 March 1850, branching off at Elsecar junction to serve Earl Fitzwilliam’s coal mines. Coal was handed over to the GNR for onward shipment through Boston Docks. The company intended to transport coal along its own rails east of Doncaster for further distribution.
By 1850, the main line extended northward as far as Oldham Bridge (later renamed Aldham), while a branch heading west to Worsborough was also opened. The main line continued northwest via Aldham junction to reach Barnsley Exchange station, which commenced service on 1 July 1851. Passenger operations from Doncaster were conducted using GNR locomotives and rolling stock since South Yorkshire Railway (SYR) did not possess passenger carriages at that time.
The Worsborough branch terminated at Moor End goods station near Silkstone Common by 1852, broadening access to additional collieries and boosting freight movement over SYR tracks.
Barnsley to Sheffield
In March 1852, land acquisition was completed to finalize the Barnsley-Sheffield connection; initially, through services required a reversal at . Following requests from colliery proprietors, SYD&GR altered the route to serve pits at Blacker Main, Platts Common, and Hoyland Common, abandoning earlier work on Birdwell tunnel. This line linked with the Midland Railway close to Wincobank, providing entry to Sheffield’s Wicker station.
Passenger trains between Barnsley and Sheffield commenced on 9 September 1854, with a through Doncaster-Sheffield service starting in November 1855 operated by South Yorkshire Railway’s own engines and stock. Goods services began slightly earlier on 11 September 1854; this single-track route featured one passing loop at Westwood.
Subsequent extensions from Meadowhall to Tinsley in 1861 reached Woodburn Junction on the MS&LR main line near Sheffield Victoria, which opened on 1 August 1864 shortly after the company had been dissolved. The "Darnall Curve," connecting to an east-facing junction on the main line, also opened that same year. To alleviate congestion issues, the track 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.) requested 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, the proposed amalgamation was eventually abandoned.
Throughout the 1850s, SYR&RDCo. developed a line adjacent to the canal from Doncaster to Thorne. By 1859, passenger trains operated on several routes: Sheffield via Westwood to Wombwell and Barnsley (serving Wakefield and Leeds); Barnsley to Doncaster; and Doncaster to Thorne, with approximately four daily services on each route, except for one fewer on the Doncaster-Thorne segment.
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) permitted extending the Barnsley-Sheffield branch to connect with the MS&LR Sheffield line and authorized realignment of the Thorne route. Connections were established at Thorne junction with the NER's Hull and Doncaster Railway (opened in 1869) and at Stainforth junction southwest of Stainforth and Hatfield station linking to the jointly managed Great Northern and MS&LR West Riding and Grimsby Railway.
Additionally, the South Yorkshire Railway Act 1863 allowed acquisition of the Barnsley Coal Railway. Further powers granted by the South Yorkshire Railway Act 1864 (27 & 28 Vict. c. xix) included authorization for a branch from the Barnsley Coal Railway to the Midland branch near Monk Bretton, though this extension was never constructed. Later in the late nineteenth century, the Barnsley Coal Railway was extended northwards with a new 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 ten-mile single-track railway alongside canal banks from Doncaster to Thorne without formal parliamentary approval. The route started at Marsh Lane junction near Doncaster, followed the River Don Navigation past locations such as Kirk Sandall, Barnby upon Don, and Stainforth, then continued along the Stainforth and Keadby Canal up to Thorne.
The line initially ended at Thorne Waterside station and commenced freight operations in December 1855. Passenger services began in July 1856 following government sanction but were subject to operational constraints due to sharp curves and level crossings.
An extension from Thorne to Keadby was also constructed without parliamentary authority, running along the northern bank of the canal. This section opened in September 1859 with one original intermediate stop at Crowle; additional stations including Maud's Bridge and Godnow Bridge were introduced shortly thereafter.
In 1860, SYR pursued parliamentary consent for a railway extension from Keadby crossing over the Trent River. Plans encompassed connections to the MS&LR near Brigg as well as integration with Charles Winn’s Trent-Ancholme line, culminating in formation of the Trent, Ancholme and Grimsby Railway. The South Yorkshire Railway Amendment Act 1861 authorized a brief SYR extension across the Trent to link with this new railway. This two-mile section was funded through an extra £100,000 raised by shares along with loan capital.
Line Realignment and Connection to Hull
During the 1861/2 parliamentary session, legislation was passed allowing the company to straighten the route between Doncaster and Thorne. This adjustment involved a deviation from Long Sandall Lock and rejoining the original line at Maude's bridge, located east of Thorne.
In the following session of 1862/3, the NER obtained authorization for a line extending from its Hull and Selby Line at Staddlethorpe (present-day Gilberdyke) to Thorne. The company reached agreements with competitors, such as the SYR, ensuring no opposition to this bill; consequently, the Hull and Doncaster Branch received approval on 23 July 1863. Concurrently, the SYR secured an act to revise its previously planned straightening of the Doncaster-Thorne segment.
The newly constructed double-track incorporated a junction with a branch of the West Riding and Grimsby Railway, linking Adwick junction near Adwick le Street westwards to Stainforth junction close to Stainforth.
Shortly after opening, Thorne station was repositioned nearer to the town center (Thorne (Old) railway station), remaining operational until the 1864 realignment when Thorne South commenced service.
Extension of Barnsley to Sheffield Line
The 1863 legislation authorized the extension of the Blackburn Valley line southward to connect with the MS&LR's Sheffield line near Attercliffe. This alignment originated at Meadowhall junction, situated north of the Sheffield-Rotherham link, passed beneath that line, crossed the River Don, curved southwest along the northern bank of the Sheffield Canal, then traversed it south of Attercliffe before forming a triangular junction with MS&LR tracks.
Integration with MS&LR (1864)
Beginning in 1861, the Manchester, Sheffield and Lincolnshire Railway (MS&LR) commenced leasing operations of the SYR, having already permitted 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, granted MS&LR control over SYR for a term of 999 years. Under this agreement, MS&LR assumed responsibility for dividend payments and interest on SYR shares while sharing half of net profits with SYR after accounting for working expenses set at 38% of gross earnings.
The South Yorkshire Railway and River Dun Company's Vesting Act 1874 (37 & 38 Vict. c. cxxxi) completed the transfer process by vesting all rights and obligations of SYR in MS&LR, leading to dissolution of the original company.
Locomotives
| SYR No. |
Wheel Arrangement |
Manufacturer | Works Number |
Year Built |
MSL Number |
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 locomotive |
| 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) |
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 SYR Remnants
A combination of track doubling, inconvenient station placements, the shutdown of collieries, and other influences has led to the closure or reduction of much of the SYR system. The segments still in use are as follows:
- The stretch from Mexborough to Doncaster, including the restoration of the Swinton curve during the late 1980s alongside the reopening of Swinton station.
- The route connecting Doncaster and Keadby, which has been realigned.
- The line from Mexborough Junction to Woodburn Junction (Sheffield), briefly merging with the Midland Railway at Aldwarke Junction before reverting to its original course.
- The segment between Quarry Junction (Barnsley) and Barnsley’s former Exchange station.
- The Upper Elsecar Branch, maintained as the Elsecar Heritage Railway, with intentions to expand toward Cortonwood as financial resources become available.
See also